Marine Models: Volume 9, Number 8 – November 1936

x ~ = en 2a – Oe INCORPORATING Vol. IX, No. 8. THE MODEL Published on the Seventh of each Month YACHTSMAN November, 1936 SIMPLE NAVAL ARCHITECTURE FOR MODEL YACHTSMEN & MARINE MODELLERS By YARDSTICK ai HERE is no black magic about Naval Architecture. Neither does it involve a knowledge of higher mathematics to understand sufficient of its principles to design a model yacht. or steamer. But even if our ambitions do not rise to designing, but merely to building or handling a model, some know- ledge of the first principles of design will be of the utmost value. As about 80 per cent. of what could be written on this subject for model yachtsmen applies with equal force to model steamers and sailing ships, it will be my endeavour to make this series of articles interesting to all sections of the readers of MARINE MODELS. In doing so I am well aware that had I headed these articles as being for model yachtsmen, all model steamer men and ship builders would have passed them by unread, and vice versa had [ mentioned model steamers. To the novice a design (or set of lines) appears as an almost meaningless jumble of lines, yet to the trained eye it reveals the actual vessel represented as clearly as if she were built. Now a vessel is a three-dimensioned object in that its bulk is a combination of length, breadth and depth. In the design the hull is represented by three plans—the Profile (or Sheer) Plan, the Body Plan, and the Waterline Plan. Each of these plans shows a different aspect of the vessel in the flat. Thus the Profile Plan shows the’ length and depth of the vessel, the Body Plan shows the breadth and depth, and the Waterline Plan the length and breadth. Stated differently, the Profile gives a side view, the Body an end view, and the Waterline a top view. Further, it will be noticed that the lines which appear as curved in one of the plans appear as straight in each of the other two plans. The three lines that mainly determine a vessel’s shape are the Sections, Waterlines and Buttocks. The Sections represent transverse vertical cuts taken through the ship at various points. The Waterlines represent horizontal longitudinal cuts taken through the ship. The Buttocks represent longitudinal vertical cuts. This requires some further explanation, but first it should be noted that in a design only half a vessel is shown, as it is assumed that the two sides are exactly alike. The easiest line on a plan to identify is the Profile. Now the Profile is the shape we should get if the vessel were cut exactly in half from stem to stern along the Centreline. As mentioned above, we are dealing with a drawing representing one side of the ship only, and this a eS Oe 224 MARINE Centreline should be noted as it is one of the basic lines from which a design is measured. Thus the breadths at various points are measured out from the centreline. The Profile, as a vertical longitudinal line taken through the ship, is, therefore, a Buttock taken through the centre of the vessel. The remaining Buttocks are similar cuts taken through the ship parallel to the centreline at various distances from it, and the outline they show is the skin of the boat at these points. The Buttocks show on the profile plan as curved lines. On the body plan the buttocks show as straight lines parallel to the centreline. Similarly, on the waterline plan they show as straight lines parallel to the centreline. On both these plans the centreline, of course, represents the profile (or centre buttock). It is, however, not usual to speak of the centre buttock, but the student should remember that the centreline is also the centre buttock. On the profile plan it is known as the “ Profile,” and on the waterline and body plans as the “ Centreline.”’ On the profile plan a straight line representing the line of flotation will be seen. This is known as the Load Water Line (or L.W.L.). It appears as a straight line on the body plan also, but as a curved line on the waterline plan. The L.W.L. divides the “ topsides” from the ‘“ underbody.” Now if the vessel were sawn straight through in a horizontal plane to divide topsides from underbody, we should get a shape bounded by a curved line. This shape appears on the waterline plan, and is usually marked “ L.W.L.” Other Waterlines are taken out above and below the L.W.L. They appear on the profile plan as straight lines parallel to the L.W.L. Similarly, they are shown as straight lines parallel to the L.W.L. on the body plan. On the waterline plan, however, they appear as curved lines, those below the L.W.L. being smaller shapes and those above it bigger shapes. The straight vertical lines on the profile plan represent the Sections (or they are sometimes spoken of on the profile and waterline plans as the “ Section Stations”), and show where the Sections are taken. The Sections themselves are, of course, vertical straight cuts across the boat at right angles to the centreline, and are shown as straight lines at right angles to the centreline on the waterline plan. On the body plan only are the Sections represented by curved lines. MODELS The upper edge of the side of the boat is known as the “Sheer,” and can be easily identified on the profile plan. Sometimes on a yacht plan another line is shown above this, representing the centreline of the deck, and thus showing the “camber” of the deck itself. In the design of a ship or steamer an upper line is found showing the bulwarks. The top plank or plate of a vessel is known as the “Sheer Plank” (or “‘ Sheer Plate ”), and the profile plan is often known as the “ Sheer” Plan. The largest line appearing in the waterline plan is the Deckline, which is shown in plan. The height of the Deckline is represented on the profile plan by the Sheerline. In addition to these lines there are two other kinds of line which sometimes appear | on a set of drawings. These are the ‘“‘Diagonals ” and the “ Curve of Areas.”’ The Diagonals are important lines in designing, and even if we are simply taking a given design as a fait accompli, they help us to visualise the boat the lines will produce. The Diagonals are practically waterlines taken out at an angle as if the boat were heeled. They are represented as straight lines on the body plan, but appear (if shown) on the waterline and profile plans as curved lines. It is not, however, very usual to show them on these plans, but they are taken out on a separate plan, being shown in their own plane. This plan usually appears on the opposite side of the centreline to the waterline plan. This will be explained more fully later on. The Curve of Areas will be explained later in these articles, but to the trained eye this also is indicative of a vessel’s form. If the reader will take any of his back numbers of MARINE MopELs and turn to the first plan he comes to—no matter whether it is a yacht, ship or steamer—he will easily be able to identify all of the lines referred to, except that he may find the diagonals and curve of areas are not always shown. It would really be better for the novice to study three or four plans of different types, say, yacht, ship and steamer, and identify the various lines in each. Having got to recognise the various lines, the next point to observe is that all the intersections coincide in the various plans. Thus, if the innermost buttock cuts the L.W.L. at a certain distance ahead of section so-and-so MARINE on the profile plan its point of intersection on the waterline plan is likewise that certain distance ahead of section so-and-so on the profile plan. All distances on plans are measured either out from the Centreline, as mentioned previously, or else above or below L.W.L. Thus, everything in a design turns on the L.W.L. or Centreline. Returning to the question of intersections, it will similarly be noticed that if a buttock intersects a section a certain distance above or below the L.W.L. on the body plan, its intersection is a similar distance above or below L.W.L. on the profile plan. In other words, the three plans that go to make up a set of lines coincide exactly and, as stated early in this article, simply go to show the shape of the boat in three dimensions. Unfortunately for the builder, plans are very often reproduced in magazines, other than MARINE MODELS, on scales awkward for the scale model builder, and therefore he has to resort to a special scale in order to read them accurately. At least one of the leading dimensions—either the L.O.A. or the L.W.L. —is usually known, and in such case it is not a matter of great difficulty to make up a special scale to read the plans in question. However, in case any of my readers may be in doubt how ‘to do this, I will detail the method of doing this. I published an article on this in MARINE MODELS some years ago, and must apologise to old readers for repeating myself in this way. Let us suppose that we are about to build a model of a boat 18ft. 8in. overall on a scale of 2in.=Ift., and the only plans available show the boat as 10Zin. overall. MODELS 225 We know the boat is 18ft. 8in. overall and the plans are 10Zin., so we see they are on a scale of 10Zin.= 18ft. 8in., so in order to take off the correct measurements we need a scale on this basis. Take a sheet of paper and draw on it a horizontal line AB exactly 10Zin. long. At any convenient angle to the line AB draw the line AC, making this either 18 8/12in. long (or more conveniently 9 4/12in.). Divide the line AC, which is on a convenient scale, into parts representing the 18ft. 8in. of the actual length overall. From B draw the line BC parallel to AC, and make it the same length. Divide BD into corresponding divisions to those on AC. Join up the spots representing similar measurements on AC and DB. Where the joining lines cut AB gives the required scale. This scale will give the required measurements in feet and inches (see Fig. 1), and, in order to get the correct measurements for a model on a scale of 2in.=1ft., must be divided by 6. A more convenient way is to call the measurements inches and multiply by 2. Thus, if a measurement of 2ft. 6in. is obtained from the plan we can divide by 6, which gives 5in., or call it 2.5in. and multiply by 2, which comes to the same thing. However, if one is making a scale, one might as well make it to give the correct measurements straight off without any arithmetic. We know that the length shown on the plans is 10Zin. and our model is to have a length of 18ft. 8in. on a scale of 2in.= lft. or 37 4/12in. overall. Our scale is, therefore, constructed exactly the same as before, but arranged to read off the correct number of inches, as shown in Fig. 2. Plan reading is the first part of a naval Fig. 1—Scale in feet. 226 MARINE MODELS Fig. 2—Scale in inches. architect’s work, so I hope I may be pardoned for having gone into the subject at some length. Having got so far, the would-be naval architect should lose no opportunity of studying plans of various types of vessels from yachts to steamers. A trained musician can read a full orchestral score, and know what the music will sound like when performed. Similarly, the naval architect is able to visualise a vessel from her lines, and can foretell how she will behave under various conditions of wind and weather. The novice cannot expect to acquire this facility all at once, but it will help him to do so if he studies the designs of known vessels in the light of their known characteristics. The next step is to get a grip of the principles of Displacement and Buoyancy. Unfortunately there is a tendency to use the term ** Displacement ” when weight is implied and, as will be seen, there is a considerable distinction, so that these terms are by no means synonymous. Let us start by memorising three useful weights. A cubic foot of sea water weighs 64 |b., and a cubic foot of fresh water 62.36 lb. A cubic foot of cast lead weighs approxi mately 710 lb. Now imagine a tank 5ft. long by 5ft. wide | by 4ft. deep, inside measurement. This will contain 100 cu. ft. of sea water. If we take a block of lead, measuring | cu. ft., and drop it into the tank, 1 cu. ft. will overflow, and the tank will then contain | cu. ft. lead and 99 cu. ft. water. Now the original 100 cu. ft. of water weighed 6,400 lb., but after the lead was put in the weight was 710 1b. lead and 6,334 lb. water = 7,146 lb. in all. What exactly has happened? In the first place the block of lead has displaced 1 cu. ft. water, so its Displacement is just | cu. ft., not 710 1b. Hence we learn that the Displacement of an article heavier than water is its volume, not its weight. Secondly, the weight of the contents of our tank has been increased by the difference in the weights of a cubic foot of lead and the same volume of water, ue., 710-64 lb. = 646 lb. Next, take a watertight box measuring 1 cu. ft. and weighing 32 1b. Now a vessel lighter than water placed on the surface of water sinks until it has displaced a volume of water having a weight equivalent to its own weight. So as our box weighs 32 lb. and the water weighs 64 lb., the box will sink until it is exactly half submerged, or, in other words, float half out of the water. Now the volume of the box is exactly 1 cu. ft., but it has displaced only 4 cu. ft. (or 864 cu. in.) water, which is in fact equivalent to its own weight. The Displacement of the lead is, therefore, 1 cu. ft. and that of the box 4 cu. ft., though the lead weighed 710 lb. and the box only 32 1b. Accordingly, we get the two definitions: the Displacement of any body is the volume of water it displaces, and a body floating in water displaces a volume of water having a weight equivalent to its own weight. We can, however, carry this matter further to include Buoyancy. The box weighing 32lb. floated half submerged. To submerge it entirely the weight would have to be increased to 64 1b. The box can be considered, therefore, to have a positive Buoyancy of 64-32 (Continued at foot of opposite page.) MARINE MODELS 227 ON RATING RULES for MODEL SAILING SHIPS By DOUGLAS J. BOYLE r . HE suggestions about this matter in the October number seem to call for a stately, not to say statesmanlike, discourse upon this fascinating subject of racing sailing ships. For indeed, this racing of model sailing ships is a stately and majestic business. It has a tang all its own, a wonder that never ceases, like the love-song of Marguerita in the garden. The sight of two sailing ships going neck and neck for the line in a smother of foam and the brilliant sunlight is something that is hopeless to talk about. It cannot be told. It remains a picture in the mind for musing upon in silent rapture—one of those visions of the past and the eternal that old sailors know when they tie up and grow cabbages. Leaning on their spades, they think about that blue sea and that ship passing by; and their eyes have a queer look in them. Just so! Words cannot tell it. You may say it was thrilling, magnificent, inspiring, tremendously exciting and truly sublime. And then you have not said it, not at all! The ecstasy of a gallant struggle, full-and-by, cannot be got into words at all. So there you are. It is hopeless to attempt it. The stately discourse won’t do. Let us get on. In the absence of poetry and eloquence, | SIMPLE NAVAL ARCHITECTURAL FOR MODEL YACHTSMEN AND MARINE MODELLERS (Continued from opposite page.) (=32) lb. If the lead, on the other hand, were decreased in weight until it weighed 64 lb., it would weigh exactly the same as water and have neither a tendency to rise nor sink. Similarly the lead has a negative buoyancy of 710—64 (=646) lb. Taking the matter one stage further, consider a ship. The hull consists of topsides and underbody. The underbody has a volume having a displacement equivalent to the weight of the whole ship, so if we want her to float at her designed waterline, we calculate the volume displaced by the underbody and what the weight of this volume of water is. Our ship must then have this weight to bring her to the required plane of flotation. By taking the area of the plane of flotation we can also . must come down to the humdrum, levelheaded consideration of those standards of building suggested. I should like to discuss them. They were: L.O.A. without figurehead 60in.; beam 12in.; depth 12in.; weight 48 lb.; rig and sail area unrestricted. I regard the beam as the basis of all dimensions. A beam of 12in. for a sailing ship is excellent. That might well be the maximum. We need not build to the maximum; but the maximum being there we can fix a maximum for length and weight. And that is where I have somewhat to say. The other dimensions I consider doubtful. We must disabuse ourselves of all ideas about the sailing ships of to-day. They are not sailing ships. They are floating tanks, built by the mile and cut off in lengths; floating barges. I admit that even barges can move well. The Thames barge races prove that. But I demur at taking the tank or the barge as a standard to be copied. The modern ships are frequently seven or eight beams to the length. My idea of a sweet ship is—five or six beams to the length. The clippers were generally five, or thereabouts; and they should be the standard. Very good; how do we stand? The length should be reckoned on the calculate the weight to be added to put her down an extra inch. By taking the volume of the topsides into consideration, we can also calculate how much weight would be needed to sink the ship, or, in other words, what her positive buoyancy is. Some of these facts are not really required, but if the beginner grasps the principles it will help him to understand things. It will be obvious that all displacement calculations are based on the volume of the underwater body, and it is, therefore, necessary for us to understand how to calculate this. Displacement is a product of the three dimensions of length, breadth and depth, but these cannot be multiplied together straight off as that would give the volume of a rectangular box, whereas the ends of a vessel are shaped and the midship section itself is not a simple oblong. (To be continued.) a a ee 228 MARINE waterline. It seems to me to be absurd to cavil at a few inches represented by a fine clipper stem when the bowsprit and jibboom can go soaring out for another 18in. or 20in.; or to measure a dainty stern when the spanker boom can, and ought to, extend past the taffrail, There is no need for such jealousy with sailing ships. They vary so much in their moods, the trim of the sails makes such a tremendous difference to their speed and accuracy, that inches do not greatly matter. Even sail area hardly matters as sail area. It often pays to reduce sail. It often pays to clap it on. But it is for other reasons than for gaining speed. If I wish for a steady ship I go under easy sail; for a steady ship means an accurate ship. A 12in. beam should give a 60in. waterline at five beams to the length. A fine ship, worth looking at! And 12in. in depth will do very well, provided that the depth is measured as it should be—from the underside of the main deck, at any place between the foremast and the mizen-mast. So far, so good. That brings us to the weight, and this is where I am given to grousing, and with good reason—for the 48 lb. simply nullifies all the other dimensions allowed! It hands over the game to the highly skilled professional builder —and makes it a calm-weather pastime. A 48 lb. ship of such dimensions would soon be smashed to chips at Scarborough! Fortyeight pounds is inadequate, and encourages the fin-keel freak, and flimsy building. And would it be an honest ship? Of course not! A little arithmetic will show that. Figure it out on the dimensions allowed for our standard maximum ship (which we are not compelled to build up to; but which ought to be an honest sailing ship). Suppose a draught of 10in. and a block coefficient of .4. The weight of a vessel is the weight of water displaced. Get the volume of the underwater body. 60 x 12 x 10 x .4 is the volume in cubic inches (= 2,880). A gallon of water weighs 10 lb., and in a gallon there are 277.47 cubic in. Proceed: 2,880 divided by 277, or 10.4 gallons. The displacement of an honest standard ship would be over 100lb. One hundred pounds looks heavy, but it is not out of the way for a sailing ship of those dimensions. And such weight, when you come to handle it, is nothing like so fearful as some would imagine. I regard my “Ellen Vavasour” as a MODELS light-weight, almost a fly-weight, easy to lift about. She weighs 62 lb. and has a waterline of about 47in. Provided you have a handle inside the hull, it is easy enough. You hardly notice it. After all, sailing a square-rigger is a man’s job! With this expansion, therefore, I am prepared to say that the suggested dimensions are excellent, such as to yield a ship worth looking at, a ship worth sailing, and a ship which will not vanish away to nothing as soon as she has an offing of five yards. I know this article will amuse the model yachtsmen; but it is this principle that I maintain. Let the standard ship be big enough, every way, and have weight in proportion. After all, that weight is sail-carrying power. Victory is not always to the big ship, or I should not have won many races lately! The real Rating Rule we need is: No pushing; you stand or fall by seamanship, not by the strength of your strong right arm! You sail into port as you may use the winds. I think this standard measurement would make a fine ship: L.W.L. 60in.; beam 12in.; depth 12in.; displacement not more than 100 lb. And I am not trying to be funny! I speak from experience. She would need it. All Ship Sailers do not agree with Mr. Boyle’s sizes of model. See our Correspondence Columns.—EpiTor, M.M. DO THEY SAY THIS ABOUT US ? The following was culled from a recent number of the Littlehampton Gazette : — ‘* The members of the Urban District Council played bowls on the public greens in the Maltravers Gardens on Wednesday. A lady, apparently a visitor, stopped to watch the game. ‘* Who are they? ’ she asked of her friend, and was told they were the town’s councillors. ‘Oh! ’ she replied. * They look quite sensible.’ ’’ S.S. “ MAURETANIA ” NE of our readers, Mr. Leslie E. M. Shenton O (8, Lillian Street, Cottesloe, Western Austra- lia) is building a showcase model of the ** Mauretania ’’ on a scale of 1/12in.=1ft. for presentation to the Shiplovers’ Society of Western Australia, of which he is Hon. Secretary. Mr. Shenton is anxious to obtain photographs of the deck details of the ‘* Mauretania.’’ Readers who can assist him in this respect are requested to write to Mr. Shenton direct. MARINE MODELS 229 I” may be said that in the reign of Queen Elizabeth cannon became the chief naval weapon as the English rapidly realised its potentialities by the effect. of comparative long-range fire. This conception most certainly contributed largely to the utter defeat of the huge Spanish Armada, Spaniards up to this turning-point having regarded the cannon as an unworthy weapon of war, relying rather upon closequarter fighting and the destruction of the enemy’s gun-crews by pistol-shot and arquebus fire from their fighting-tops. The foundrymen of Kent and, Sussex were not long in producing even better castings than those of their foreign teachers, and soon a large and important export trade was established to those same foreign teachers. Nevertheless the products were very imperfect, the bores being uneven and untrue, bending downwards or upwards, bell-mouthed or decidedly choked; many were the burst barrels and consequent heavy casualties to the gun-crews in spite of careful instructions in loading and firing. Gunners were ordered to carefully swab out the bores with wet sponges or cloths before the insertion of fresh powder, in order to put out any smouldering charge that might still be lurking in blow-holes in the rough casting. These early difficulties in casting true and smooth bores set the wise men of the period thinking, and it is interesting to note that to secure a smooth passage for the shot it was sometimes bound with yarn or cloth, so that this binding would be torn away by projections or flaws in the bore, the shot itself being so much smaller. The loss of propelling power by the consequent escape of the gases was of comparatively little importance, since the longest range of those days was relatively short. These English embryo founders had to learn their craft by their very failures. Other troubles soon appeared. Since the properties of coal were still not understood or even known, huge quantities of wood-charcoal were demanded by the foundrymen, resulting in serious depletion of the forests. Thus the shipwrights’ raw material, from which Old England’s wooden walls were built, suffered seriously. The competition of the foundrymen and shipwrights caused legislation to be passed for the protection of the forests, and proper and efficient distribution of essential material for the good and well-being of the country. It is on record that Sir Walter Raleigh drew attention to the sordid fact that the avarice of export merchants, although acting under licence, was a danger to the country and that other nations were becoming better armed with English cannon, so that our forts, coast defence and ships had to go short. Doubtless the Armada’s cannon was partly imported from England, greatly to the benefit of private foundrymen and merchants, with _ little thought or care for the safety of their own country. Early in the seventeenth century gun-casting was confined by Parliament to the counties of Kent and Sussex, and exportation became illegal, but in spite of this the traitorous business continued. All cannon was supposed to be sent to London, where alone they were marketed; and where Liverpool Street Station now stands there was an exercise ground for the discharge of the great pieces. By this time the quality of the powder was becoming greatly improved, cannon better cast, stronger and more efficient. Even so, our ships were still over-gunned to an extent that interfered with their handiness, and this state of affairs continued up to the eighteenth century. About the end of the seventeenth century naval ordnance became to be described as— pounders, such as 12-pounders, 24-pounders, etc., the old names such as cannon-royal, cannon-serpentine, etc., going out of use. In 1716 the Royal Gun Factory took shape, with H.M. Proofmaster, who from now onwards held supervision over private manufacturers, and a Royal Foundry at Woolwich came into being, where the “‘ Royal George” guns were cast. This ship’s guns were originally brass, but later these were replaced by iron, with a con- sequent saving of some 160 tons weight, as eer (Continued from page 199.) Sat oe ee By A. P. Isarp, A.M.I.Mech.E. fle i SHIPS’ ARMAMENTS ll 230 MARINE the brass guns quickly wore away. The casting of superior mixtures of brass and gunmetal came in later. A boring machine invented in Switzerland made its appearance, and bores became more accurate and smooth. Now came a period of genuine technical research and the external shape of the guns approximated the powder pressure throughout the length of the bore. A powder curve could not be accurately obtained, and guns were made generally to an approximate taper reinforced by bands or ribs, and actually weakened by numerous artistic and grotesque designs which later were discountenanced. The smooth-bore gun developed and carried well into the nineteenth century, and in its development great eminence must be given to Lieut.-Gen. Sir William Congreve, Bart.; Gen. Sir Thomas Blomefield, Bart., and Gen. Sir Howard Douglas. The very earliest cannon had no trunnions. They were laid in wooden troughs, and, to gain elevation, were supported by crude trestles. The next move was to mount guns with a kind of a hinge on the rough carriage itself. Then came trunnions, cast integral, and the cascabels supported by a strut or leg perforated with a series of holes for the insertion of a pin, by which elevation was roughly adjusted. In early designs the trunnions were cast on a line with the gun bore, but later they were nearly always cast on a level with the bottom of the bore, the idea being to not only afford a better support but also to ensure a downward pressure on the quoin, when the recoil took place from the discharge of the piece. As the quality and strength of powder increased, this position caused frequent breakage to the heavy carriages, Towards the end of the eighteenth century they were again raised to their original position, resulting in the practical elimination of carriage damage, and larger wheels could be employed without raising the centre of gravity of the whole piece. It was probably Charles V of Spain who first founded a system of gun classification, an important stage in advancement, since, owing to the multitudinous types of weapons some sort of classification was needed to co-ordinate the working of arsenals, forts, coast defences and ships; this idea was soon followed by the French, with a greatly improved and restricted series of different calibres. MODELS During the struggle of the Low Countries with Spain, towards the end of the sixteenth century, two important inventions—the hand- grenade and bomb—made their appearance. These have withstood the advance of knowledge, and are in use to-day in various modified and vastly more deadly forms. In tracing the history of naval armaments it is almost impossible to separate and split away from the Army, since essentially the two are interlocked together, the one learning from the other, but altering and adapting for its own peculiar uses; yet the actual principles of design follow the same lines, and weight is as important to one service as the other, as heavy guns for naval purposes mean so much top-hamper, and for the Army, practically immobility. In early days the objects of both services were much the same, hard hitting at short range—in the one case to batter down walls, and in the other to pierce the hard, wooden walls at the waterline and sink the ship, in addition to cutting away masts, spars, etc. During the Seven Years’ War the weight of pieces varied from 80 to 150 times the weight of the cannon ball, the powder charges being about one-third the weight of the balls. In course of time the Great Powers adopted the innovations of the Frenchman, Gribeauval, namely, big wheels, iron axle-trees, cartridges, elevating screws, etc., all parts being made interchangeable so far as possible. Thus more rapid mobility was achieved, together with a more accurate and rapid fire. At this time England had not advanced to quite the stage to be found on the Continent, but during the Peninsular War our supremacy was fully demonstrated, and Shrapnel’s projectiles and Congreve’s war-rockets made their appearance. The English and Gribeauval modified and combined systems were referred to as “the system of 1827.” Three years later the first experiments were made of a crude form of rifling the bore, thus a new stage was entered upon, and the reign of the smooth-bore ended; smooth-bores were used for many years yet, but the remarkable efficiency obtained by rifling slowly and surely caused smooth-bored guns to be superseded by rifled. A great deal could be written about the principles of gunnery, and readers who are interested should read the life of Benjamin (Continued at foot of page 231.) MARINE MODELS 231 PETROL ENGINE and HYDROPLANE TOPICS By J. B. INNOCENT (Continued from page 197.) AST month I described the correct method of getting the cylinder true with the main bearings, when an engine is being built. Now for the man who already has an engine, and wishes to check it up. He also will need an arbor that fits the main bearings; it should slide through the first bearing without shake, and line-up with the second without any persuasion. If the arbor jams on entering the second bearing, whilst being a good fit in each separately, the only thing that can be done is to strain the bearings into line. This is, of course, a pretty drastic procedure and should only be attempted with the two halves bolted together, and is not likely to be successfully accomplished if the crankcase is well webbed. At the same time, webbed bearing housings are not likely to get out of line. With the arbor in place and extending on each side of the case, the crankcase should be stood on a face-plate, the cylinder seat being actually in contact with the plate. First feel for any tendency to rock, and eliminate it with a file and scraper, sufficiently for the case to sit firmly. Next mount an indicator on a surface gauge, and run it over each end of the arbor. The readings should, of course, be the same, but before anything is taken off the crankcase the arbor should be turned half round and a recheck taken. Any error that is discovered is attacked by filing and scraping until even readings are obtained, care being taken all the while to see that the faceis kept flat. SHIPS’ ARMAMENTS (Continued from page 230.) Robins, a Quaker of the eighteenth century, who is generally regarded as the originator of the principles of gunnery as they are known to-day. There is an old story of an earlier man, one Cornelius Slime, and how this profane and godless gunner was carried off by the devil in front of the very eyes of the bewildered and frightened onlookers. (To be continued.) This is not, of course, very helpful in the case of an engine that has the cylinder joint recessed into the crankcase. With this type of engine I should turn up a ring to go between the joint face and the face-plate in order to get a check. To attempt to work on a joint face of this type would not be very practical, so if any correction was found to be necessary I should probably make a cylinder with a shoulder to bolt down onto the top face of the crankcase. Our next item is the machinery of the timing box. The problems in this case are to mesh the gears accurately and to get the oilfeed in line with the mainshaft. Start on the cover by machining the spigot to fit the box, then set up the timing side half-case on the face-plate, and machine it for the cover. Fit the cover to the box with its screws and you are ready to start the real work. You have to arrange for a spigot on the face-plate to take the case, either at the full internal diameter or to fit the main bearing. The case is pushed onto this spigot, which does not need to be tight, and then clamped to the face-plate. Face off the oil-feed boss, which will now be in line with the centre bearing, and drill and tap for the oil-feed, using a centre drill to start the hole and the tailstock chuck to hold the tap. Now machine the outside of the boss to any convenient size— you will see why in a minute. Remove the case from the spigot and set it on the faceplate again, as near true for the half-time spindle as you can get it. Clean up the outTORONTO SOCIETY OF MODEL ENGINEERS W- have just received the following letter with reference to the report of the Toronto Regatta, in our October number :— I am sorry to find that in sending you the report of the regatta in Toronto, I omitted to fill in the results of the Open Races. They are: — Division 1 (36in.-48in. L.W.L.): Ist, ‘* Muggs ”’ (G. Armstrong); 2nd, *‘ Live Canadian *’ (G. Tuck); 3rd, *‘ Monitor ’’ (Clare Johnson). Division 2 (48in.-65in. L.W.L.): Ist, ** Smiling Morn ’’ (G. F. Trout); 2nd, ‘* Agnes K.’’ (Austin King); 3rd, ‘* Bluenose ’’ (sailed by W. F. Choat; owned by G. F. Trout). In the results of the A-class race, the name ‘** Enterprise ’’ should read ‘* Reliance.”’ L. G. BATEMAN. 232 MARINE side of the boss, which will eventually take the make-and-break, but do not take off more than is required to true-up the surface. Now measure right over the outside of the two bosses, preferably by micrometer, and measure each of the bosses, deduct half the added diameter of the bosses from the measurement first taken, and you know precisely how far your new centre is from the main bearing centre. The setting will probably need some correction, and this is done by easing the clamps and tapping the casting in the required direction. To check the new setting the contact breaker boss must again be reduced until it is running true, and then the same procedure is followed. It does not matter if you are a thou. or two wide but, of course, it would be fatal to be too close. I suppose somebody will say that this sort of thing is all right if you have an oil-feed boss and another for the contact breaker, but it looks pretty useless if you don’t intend to use them. Well, that may be so, but there is no reason why you should not use a boss to set up by even if you remove it later. Should the casting be devoid of such bits of metal you should mount dummies, and these do not need machining. Take a piece of rod, drill it with plenty of clearance for any convenient screw and finish the outside to any convenient diameter. With the case on the spigot, drill and tap a hole, and mount one of the dummy bosses—* buttons ” is the correct name—and set it to run true. Now reset as before, and drill and tap another hole. The procedure now is a little different, for you set the second button by measurement from the first, and then set up the casting so that the second button runs truly. Again, you have the precise position of the half-time shaft centre, and you have finished with the button, so take it off, and drill and bore the hole for the half- time spindle bush in the cover. Remove, the cover and form the other hole for the inner bush, which will, of course, be dead in line with the first hole as the crankcase is still in position. Any further machining in the box is straightforward and does not call for any special comment. There is, however, one point of crankcase machining I| have not referred to, and that is how to be certain of getting the correct fit for ball races. Races should not be shrunk into the case, but they must be definitely held, the necessary end float for the mainshaft being obtained by making MODELS the shaft a light push fit in the inner races. Some interference between race and housing is essential, but it should not exceed one thou. Single thous. are easily lost, and the bearings themselves cannot be used to check the size of the hole, as two things which are a dead fit must be pushed hard to persuade them to go together. Anybody earning his living by doing fine machining would probably rely on calipers and mike, but I do not get the practice to make me confident of my ability in this direction, so I get round the difficulty. First, I decide what interference I am going to allow according to the size of the bearing and the metal of the housing, and then turn up a plug gauge to the size of the bearing, less the interference and less a further half thou. These gauges are finished rather highly, and with the hole the correct size are a light push fit. I have, on a number of occasions, found it a sound plan to make dummy races, both for checking sizes and trying out assemblies, for you only want to put a race into a light alloy housing, when it is going to stop there. The interference for a half-inch inside diameter race should be half a thou. in a crankcase, cast in a good alumininm alloy; this should be increased a little for a poor alloy, and also for any of the super-light magnesium-base alloys. This leaves the size of the gauge just one thou. less than the race. Any more interference is likely to tighten the race or strain the housing, and any less will permit the race to come slack when the case is hot. Should you have the misfortune to make the hole just too large it can be corrected by knurling. Knurl fairly heavily, then run something against the knurling to knock the tops down, and refinish. The race housing should have its back face cut away so that the inner race cannot possibly touch, and the corners may well be undercut to ensure the race bedding right down. Normally a ball race should not be called upon to take thrust, but those of the deepgroove type will handle quite a bit. Should you wish to handle thrust for any reason, it should be kept to one side of the engine by locking the shaft in the race on the thrust side and by providing some means of preventing the race leaving the housing. If this load is taken right through the mainshaft some distortion is likely to occur which may cause the bearings to bind. Not less than five thou. end (Continued at foot of page 233.) MARINE MODELS 233 Pe will be all right after a little attention. One point that is worthy of notice is that though the engine had been run without any care as regards lubrication after running, etc., and had been standing a long while, I found that the enclosed crankshaft was in good condition, although not made of non-rusting metal. I scrapped the propeller as hopeless, and made her a new one. As this was madein a very simple manner, possibly this might be of interest to readers. The boss was turned up from a piece of brass rod, held by what became the after-end. First the forward-end was faced off. I then centred this and drilled a hole for the shaft. The propeller is screwed onto the shaft (which, PETROL ENGINE AND HYDROPLANE TOPICS (Continued from page 232.) float should normally be allowed in a mainshaft, but if thrust is to be taken this cannot exist. Any movement necessary to allow for expansion and contraction is obtained from the other main bearing, which should be a light push fit as before. In such a case a special check should be taken to see that the shaft is only located by the thrust arrangements and not nipped between the bearings. Next month I shall go into the question of mainshaft production. As most of you know, “Betty ” has a shaft consisting of two half shafts, two flywheels with integral balance weights and the big-end pin. Personally, | by the way, is stainless steel). The thread, however, does not extend the full length of the hole in the boss, the last *sin., or thereabouts, being left plain the full size of the shaft. This registers the propeller so that it runs true with the shaft. The first part of the hole was drilled the full size of the shaft and the rest tapping size. It was then tapped for the shaft. The boss was then turned to shape but not parted off, sufficient metal being left to keep it rigid in the chuck. By the way, the hole in the boss should be as long as possible, without unduly weakening the after-end of the boss. For the blades, three brass blanks (discs cut from a rod will do) were used. These were about tin. thick. To take the blanks, slots were milled out at the desired angle. After the first slot had been cut, the boss was revolved one-third of a turn in the lathe for the second, and a further third of a turn for the third blade. A circular milling cutter was used, the same think this the only logical way to build a highspeed four-stroke, for it not only provides an unusually stiff shaft but it also concentrates the load as much as possible instead of transmitting it to and fro between crank and flywheel. As a machining proposition, it is not very easy, but, provided the lathe will face flat, it is not extremely difficult. It must, however, be realised that inside flywheels are not essential to a good motor. They have the unfortunate effect of lifting the engine owing to the size of the crankcase required, and increase the weight owing to the difficulty of concentrating the mass at the rim, but I do not think that such large wheels as “ Betty’s ” are by any means essential. (To be continued.) ES MENTIONED last month that I hadjust acquired an old destroyer model and promised to tell readers something of her renovation as this progresses. The boiler was in excellent condition, and her “Sun” engine a | ee (Continued from page 202.) MARINE diameter as the blank, and the slots were cut a tight push fit. The blanks then bedded right down in the slots and were held firmly. After examination to see all was well, the after-end of the boss can be finished off. The propeller is then stood on end on an asbestos pad with the blades in position. Care should be taken that the boss and each of the blades are supported so that nothing shifts during the silver-soldering. Actually the blades could be sweated in, but in this case silversoldering was used. Next, put the propeller in the vyce endwise, carefully protecting the ends with some soft clams. The blades are then twisted to the desired pitch by means of a spanner. Ease off the vyce a shade to permit you to bring the next blade in position, and repeat the bending. If the worker has a good eye he MINIATURE WORKING MODEL TWINCYLINDER MARINE ENGINE (jin. bore by sin. stroke) Actual Size, made by Mr. G. E. SOUTHBY will be able to get the blades almost exactly to the same angle, but if he does not trust his eye, the propeller can be mounted on a dummy shaft and the blades checked by using a template. The blades have now to be faired off. The propeller can be checked finally by mounting on the shaft and putting in the lathe. If it is spun fairly fast, any error will be apparent, and the necessary correction can be made. This will not show an error of angle, but that the blades are tracking correctly. In bending with the spanner, if the jaws are set to take the blade, and not altered between whiles, the angle to which the spanner is turned will act as a check on the bending. In fact the spanner can be lined up so that there is little chance of any material variation of angle. I have been pretty busy, and this is all I have been able to complete so far on the MODELS destroyer, so I will leave her until next month, and tell readers about one of the most interesting engines I have seen lately. Before doing so, however, I would like to tell readers how its builder, Mr. G. E. Southby, came to take up model making. Some 10 years ago Mrs. Southby was dangerously ill in hospital, and to occupy his mind during this time of great anxiety Mr. Southby started to make a miniature model lathe. Having completed this, he made a miniature model of a “Sun” engine, din. bore by wsin. stroke. I may be wrong in describing this as a miniature “‘ Sun,” since there are a few modifications. But the interesting part is that the little engine was made on the Din. overall miniature lathe mentioned above. The moral of all this, however, is the value of model making. The Editor of this Magazine once wrote that a man without a hobby was like a dog without a tail. This may be an exaggerated statement, but it conveys the idea intended. Mr. Southby specialises in miniature models and has a little speedboat 84in. overall. It is quite a sight to see this tiny racer careering along in the bath! The model which is of greatest interest to readers of these columns, however, is a twin-cylinder, doubleacting launch engine, gin. bore by 4in. stroke, which was built for an expenditure of 8d.! As there are many points of interest about this engine, I will describe this at some length. The bedplate is tin. thick, cut from the solid, and the cylinders are mounted on six 7//32in. silver steel columns, which are screwed into the bedplate at their lower ends. Not having any suitable phosphor-bronze material in his scrapbox, Mr. Southby made his cylinders from stout-gauge brass tube. The cylinder blocks were what cost the money, as the builder had to purchase his material for these. They are made of phosphor-bronze and silver-soldered to the cylinders. The cylinders are soldered in turn to the cylinder base-plate instead of having separate flanges. The covers are screwed direct onto the lower side of the cylinder base-plate. In similar fashion the top flanges are made in one and the top cylinder covers bolt on the upper side of this plate. The length of the engine overall is 44in., its width 14in., and height 33in. MARINE MODELS 235 | | MINIATURE SPEEDBOAT BUILT BY MR. G. E. SOUTHBY L.O.A. 84in. BEAM 2tin. Pine hull, Mahogany deck The piston rods are shouldered down where they go through the pistons and screwed with a flat lock nut on top. Mr. Southby is at the moment trying duralumin for his pistons, but it is early days to say how this will stand up. The piston rods are screwed into the brass crossheads. The crosshead guides take the form of a steel bar with a slot. Single guides are fitted on the starboard side of the engine, the port side being entirely open. The crosshead is kept against its guide by means of a stud and plate at the back of the slide. The guides themselves are supported very firmly, the lower ends being bolted to a substantial brass strap fixed across the columns. The connecting rod is of brass, the upper half of the bottom bearing being in one with the rod itself, while the fork at the top end is silver-soldered on. The method of making the shaft was extremely original. A piece of square bar mild steel was sawn in half diagonally so as to form two triangular pieces, each having two square faces to work to. The shaft was cut from one of these pieces. The three centres (one for the shaft and two for the crank pins) were then set out and the shaft turned up. It should be mentioned that this method of making is only feasible ANOTHER VIEW OF THE MINIATURE SPEEDBOAT Plant is singlecylinder, singleacting Engine (5/32in. bore by sin. stroke), and a three-drum type Boiler fired with Meta fuel when the engine has its cranks at 90°, as in the present case. The main bearings are bushed in the manner [| mentioned some time ago. The valve eccentrics were made by turning up a ring. A block of brass was then silver-soldered neatly on one side. The hole for the tightening screw was then drilled and tapped, and a saw-cut put through. This gives a strap split one side only. The packing glands and all union nuts on the engine were made in the following manner. When hexagon rod of the right size was available, this was used, but on smaller sizes a piece of rod was filed up in the lathe to a hexagon section. This was then drilled and tapped, and parted off to length. The actual length parted off was the length of the required union nut, less the thickness of the end. These pieces of tapped rod were then placed face down on a piece of sheet brass, to which they were silver-soldered. In order to mount the partly finished nut in the lathe, a small spigot was made from a short end of rod, which was put in the chuck, turned down and screwed to fit. The nut was then put on this, and the end trimmed up and bored. The nut was finished by being chamfered off with a smooth file. HUE 236 MODELS MARINE ‘ i i= al = sists TWIN-CYLINDER DOUBLE-ACTING, LAUNCH- TYPE (Cylinders jin. bore by 4in. stroke), built for 8d. by Mr. Southby makes his slide valves by building up in two parts. The face is first cut from a piece of brass plate, the exhaust cavity being cut out with a piercing saw and adjusted as required to the steam passages. The face is then silver-soldered to a block of brass, which is then cut as required for the valve. Mr. Southby is an expert in silver-soldering and gave me a very useful little tip, which I have pleasure in passing on to readers of MARINE Mopets. When silver-soldering pieces which have holes which one wishes to keep clear of solder, this can be ensured by blocking the holes up temporarily with a paste made of jeweller’s rouge and water. Many model makers are unaware that piercing saws can be obtained in many different varieties. Coarse and fine teeth are available, and different thicknesses down to a saw almost as fine as a hair. I hope that in due course we shall see it installed in a suitable hull. Although Mr. Southby’s engine was built for an expenditure of 8d., one could not go out and buy all the material required for this very modest sum. What actually happened, ENGINE Mr. G. E. SOUTHBY of course, was that the builder’s scrapbox provided all the necessary materials with the sole exception of the little piece of phosphorbronze for the cylinder blocks. This goes to show that every little scrap of metal is liable to come in handy, and how valuable a wellstocked scrapbox can be. It also proves that model making need not be a very expensive pastime provided the model maker uses his ingenuity to make use of the materials he hasin hand. One can, of course, lay out a great deal of money on tools, and undoubtedly a fine toolkit is a source of abiding pleasure. On the other hand many of the finest models are turned out with remarkably small andinexpensive outfits. The beginneris, therefore, advised to be content to start in a small way and gather his tools by degrees. (To be continued.) Mr. Southby’s launch engine has the cylinders nicely lagged andis neatly finished. It is, in fact, a very attractive looking plant, and aa FOR SALE “A’? CLASS ‘‘MISS SOUTH AFRICA.” An excellent boat in light to moderate weather; chromium fittings; 5 suits sails by Drown; in excellent condition; winner of many prizes. Price £10. 10-RATER ‘‘WITCH.”’ M.M. ‘“Evadne”’ design ; plank built in cedar by F. E. Mathews; varnished; chromium fittings ; 3 suits sails by Drown ; a first-rate boat in all but the lightest weather; record this season in club racing—6 starts, 5 firsts, 1 third; in first-rate condition. Major Handford, Corsham, Wilts. Price £15. MARINE MODELS 237 A RIGGING PLAN FOR THE BRIG “WILLIAM YOUNG” By G. W. MuNRO T will be remembered that the Lines for | this little brig appeared in our September number, and that I mentioned at the time that I might be able to give a suitable Sail Plan for this vessel in the near future. Well, here is the Sail Plan. I have followed the designer’s factors very closely and believe the original was similar to our accompanying plate. I must confess I had rather a shock when I took my first look at the job as a whole. I cannot remember ever seeing such a narrow spread of canvas combined with a fairly lofty fall of bunt. However, readers will be able to judge this arrangement for what it is worth, and so here it is. Sail Plans of ships belonging to the 1820’s are rather scarce, and it is rather difficult to say whether this one represents a normal design, or whether it is one of those outstanding designs unlike any of its contemporaries. If the design is a normal one, it suggests that our merchant ships were very much narrower in the spread than the ships in the Royal Navy. We know that the merchant ships were narrower in the beam, and it would naturally follow that the yards would be shorter. My own opinion is that, as the merchant ships increased their number of beams to length, they narrowed their spread accordingly, until the advent of the clipper, when there was a return to the proportions similar to those in the Royal Navy. The following rules for sparring a ship or brig are taken from Peter Hedderwick’s book on Marine Architecture, and he says that they have been found very successful. The masts and yards for brigs are in every respect in the same proportions as the mainand fore-masts and yards of a three-masted ship, but require to be as much larger as to enable them to spread equal sail upon a wind as a three-masted vessel of the same tonnage. The length of the mainmast is generally the first thing determined upon, and it may be found by the following rule: To one-third the length of the load-water line, add three times the ship’s breadth, and multiply by .59, which will give the length of the mainmast in feet and inches. Or, by the following method, which is considered rather more correct than the above: To one-third the length of the load-water line, add three times the extreme breadth of beam, and the depth of the hold from the upper part of the main deck to the top-floor timber amidships, and half that sum is the length of the mainmast. Its diameter at the partners should be lin. for every 34ft. of its length, if made of Riga timber. The length of the main topmast is 5/9ths of the length of the mainmast. The length of the main top-gallant mast is 5/9ths of the length of the main topmast. The main royal-mast to the pole is 4/7ths of the length of the main top-gallant mast, and the length of the pole from the rigging to the truck is 3/5ths of the length from the rigging to the heel. The diameters and lengths of the heads of all these masts are in the same proportion as for those for three-masted vessels; that is, for the length of the head, take 5in. for every 3£t. of the full length; or 1/7th of the length of the mast gives the head I4in. longer on a length of 56ft. A _brig’s foremast is generally about 14/15ths of the length of the mainmast. The foretop and top-gallant masts are generally 19/20ths the length of the main top and main top-gallant masts respectively. The diameters are as follows: The diameter at the tops should be 3rds of the diameter at the partners, or given diameter. Top-masts should have a diameter of lin. for every yard in length. The same also applies for the topgallant masts. The size of the trestletrees is Zths of the diameter at the partners, at least not less than j of the same. The breadth of the main top is half the extreme breadth of the vessel, adding the diameter of the mast. Alternatively, make the breadth of the top 5/9ths of the extreme breadth of the vessel. The depth of the trestletrees is 5/6ths of the diameter of the mast at the top of the cheeks, and their thickness 3/7ths of their depth. The crosstrees are in length equal to the breadth of the top; their sided dimension equal to half the diameter of the topmast at the cap, their depth 5/6ths of their breadth. The length of the cap is 34 times the diameter of the mast-head; their breadth 13 times the diameter of the topmast; their depth 238 T — \ Bia S S nee \ NS NN ie ~~“ ~ > a < ws ~ \ SS < SS FES MN ae: NO MIT | “Sh TRe Tris |aN | | X - x ~ DCN NT Hity MELT K | Pid dl Meri TW di) riya th —_ —__ — —___. nas —— — — —_ — bee ee wm we ee = ee ee ee 239 SAIL PLAN OF ‘ BRIG “WILLIAM YOUNG” (Ca. 1820) DRAWN By G. W. Munro a Scale: 34” =1’ 0” TIT TS Naty MAT RN bit [1 wT . \ i) S Sy Me \ \ \ ‘ = a~ BS*. NS \ \‘ ee “A Nw“ N INS — —. > — —_ ee —- eS Eee eee ————_—_-—+ 240 MARINE MODELS from 3 to 7/9ths the diameter of the topmasts, which pass up through them. The topmast trestletrees and crosstrees are half the length of those on the lower masts. To find the length of the bowsprit without the knight-heads: To one-third the length of the L.W.L. add the extreme breadth, and half this sum will be the length of the bowsprit, without board. The diameter is the same as that of the mainmast. Its diameter at the outer end is 2rds of the given diameter. To find the length of the yards of a brig: Find the length of the L.W.L., to which add the breadth of the vessel and multiply by .39. I am inclined to think that this rule should read: L.W.L. x $+beam=length of mainyard. In the near future I hope to deal with another little brig of the same period, and we shall see how this rule affects the second vessel. The main topsail yard should be 7/9ths of the main yard. The main top-gallant yard should be} of the main topsail yard. The main royal yard should be 4rds of the main top-gallant yard. The yards on the foremast are the same length as those on the main, but the foreyard is | /20th shorter in length. The spritsail yard is the same as the foretopsail yard. Peter Hedderwick says that the boom should have 4rd of its length projecting beyond the taffrail. The gaff should be 4rds the length of the boom. This rule is quite a good one for three-masted ships, where the mizen is fairly far aft, but I am afraid it will not work for a brig. I have therefore taken the dimensions of the gaff and boom of a brig in the Royal Navy as a substitute. This brig was about the same size and was also a contemporary. The boomis 58ft. long, and the gaff is 34ft. long. The result seems quite reasonable. I have not over-elaborated the Sail Plan. but merely put in thes chief characteristics as a guide. Of course, the studding-sails will all follow the usual rules, which did not seem to change at any period. Finally,it will be noticed that I have ae the brig with a waterline. This must be taken as her light line, and, what appears to be the horizon, as her deep load, worked out on a basis of making the freeboard 25 per cent. of the depth of hold. “BUILD YOUR BOY A MODEL YACHT ” HE above photograph shows a model yacht T built by a lad of 15, unaided, from the in- structions contained in this book. She sails admirably, and her performance has encouraged the builder to commence on a 6-m. from our ‘‘ Debutante “’ design. The builder is to be congratulated on an excellent job. A letter just received from another builder reads: ‘* Three months ago I bought your book, Build your Boy a Model Yacht, and she turned out a splendid success, receiving many compliments. I did not know I could do it, but stuck to your instructions, which pulled me through.”’ One of the earliest models built from this book won the 1935 and 1936 Championships for 30in. Unrestricted models in a Welsh club. Those who know the type of boat that competes in these unrestricted classes will appreciate the value of this achievement. By the number of copies sold, and assuming that only 80 per cent. of the buyers have built boats, the 30in. Restricted class must be the most numerous class of models in the world, but also it must be almost a one-design class. However, we know that all the boats built with the assistance of this book have not been 30in. models, but range up to A-class yachts. In any case the instructions given are equally applicable to all sizes and types of bread-and-butter models. MARINE MODELS 241 OBITUARY N the passing of “ Mr. Foster,” as he was known to a large number of model yachtsmen in this country and abroad, the Birkenhead Model Yacht and Power Club lost a’ Founder, Life Member and Vice-President, and the Model Yachting Association of Great Britain a strong supporter of the Association and the sport of model yachting in all parts of the country. His death took place suddenly on Friday, October 9, at his residence, 23, Alfred Road, Birkenhead, after a short illness. The cause of death was heart failure. He was in his seventy-first year. A Devonian by birth, he had spent the greater part of his life in Birkenhead. In the ’seventies he served in two Liverpool schools, and in 1890 he commenced his two years’ training at Chester College. At the end of his training he was appointed first assistant in the Princes Road Higher Grade School, Liverpool, and after gaining his parchment became head of the temporary Board School in Beckwith Street, Birkenhead. Later he was first master for 15 years in the Cathcart Street Board School. Upon the opening of the Brassey Street Council School in 1911 he was appointed its head master. In 1922 it was reorganised as a Central School, and in 1930 he retired. In his youth and all through his life he was a keen sportsman: many a game of Rugby, cricket and hockey has included his name on a side in the past. He was also a devotee of full-scale yachting. Yacht designing and building was his hobby, and he was, together FOSTER with the late Mr. Harvey Willmer, one of the prime movers in the agitation for a model yachting lake in Birkenhead. When the Birkenhead Corporation opened the lake at Gautby Road he was the principal Founder of the Birkenhead Model Yacht and Power Club in the year 1928. For a number of years he was the Hon. Secretary of the club, and on his retirement was elected to Life Membership and made a Vice-President for his great work | for the club. He will ever be remembered by model yachtsmen as one who was ready to help and give advice in the designing and building of model sailing yachts, and his place in the Birkenhead Club will never be filled. His devotion to the club was evident at all times. A hard worker for the good of the sport, not only in Birkenhead but in many other places, he came to know and make a great many friends—friends who will remember him with true affection. His work over a period of 30 years for the construction of a model yachting lake in Birkenhead lives, and will live many years, to stand as a memorial to him by so many who knew him as * Mr. Foster.” He will be sadly missed, but in the memory of the model yachtsmen of the country he will . live for ever, In International model yachting circles he will be remembered as acting as Hon. Secretary of the International Model Yacht Racing Association for a number of years, and as one who made friends in many parts of the world. He leaves a widow, a son and a daughter. Ww. M. CARPENTER. AN a evaripe ain Gari a SS IMIMIIENELiiiaBe dene do SSS EDWARD a eae ALFRED \ | ; 242 MARINE | THE AN MODELS FARNBOROUGH AMUSING COMPETITION FOR AR special features of the M.P.B.A. HE *“ MARROW ” is one of the MARROW MODEL POWERBOATS 3 Farnborough Regatta. The local club has an old seaplane float, which is used as a punt. On this the competitor lies, as shown in the lower photograph, holding his boat, which tows him from the shore, round a buoy and back to shore. The runs are timed, and the winner gains the marrow! This is a very amusing event and always popular with spectators. All types of boats enter, from tugs to speedboats, as the main essential is plenty of power. Photo: J. Vines. THE FARNBOROUGH MARROW OF 1936. WON BY J. VINES WITH “ SILVER JUBILEE ”’ ; Photo: L. J. *“ WASP “” TOWS HER OWNER ROUND THE COURSE French. MARINE MODELS AMERICAN 243 NEWS By C. O. BROOK (Hon. Secretary, Eastern Division of M.Y.R.A.A.) W° are pleased to announce that Mr. C, O. Brook, Secretary of the Eastern Division of the M.Y.R.A.A., has very kindly consented to act as American Correspondent for model yachting to MARINE MOopELs. Club Secretaries are requested to send him their news for inclusion in the American Section of this Magazine. All reports should reach Mr. Brook as promptly as possible to ensure their inclusion in the first possible number of the Magazine. ‘THE MARBLEHEAD CLASS NATIONAL CHAMPIONSHIP RACES HE 1936 National Championship races for the Marblehead 50-800 Class Model Yachts was another step forward in this popular class of model, because of the marked interest of the spectators, the desire expressed by so many of them to come into the sport, and the determination of those taking part to build boats similar to those that came out at or near the top. To me this is a healthy sign, as it increases the number of models, and, in a majority of the cases, finds the old model (or the least successful model) given to some acquaintance who shows interest— for there is, to date, no profitable market in building them, so that, when a boat changes hands, it is in the majority of cases at a loss to the builder. When the time scheduled for the start of the races arrived, there was scarcely a breath of air. This condition had been preceded by some 14 hours of rain, which left the banks of the Warinanco Park Lake, a place where a misplaced foot might easily mean a sudden slide in the red mud, with the possibility of landing in the lake. The various skippers and mates from the 14 clubs entered were gathered about wondering and attempting to prophesy the time of the day when the break would come in the stillness. Mr. Carrol Sweet, of the Marblehead M.Y.C., was the O.O.D., and, after calling the skippers and mates together for instruction, ordered the first heat to start at 11.45 a.m. instead of 9 a.m., as scheduled. A light breeze of perhaps three-mile velocity had come up with the heavy clouds drifting before the S.W. wind, and the first pair started out. At this time the Staten Island M.Y.C. entry dropped out due to difficulty with his model, leaving 13 starters and necessitating a bye for each of the remaining entries. The clubs at the line-up were: C. Schaitberger (Detroit M.Y.C.), with his wife as mate, sailing ** Patsy,’’ W. Malacrea (South Jersey M.Y.C.) ** Gypsy,’’ E. Johnson (Long Island M.Y.C.) ** In- vader,’’ P. Dezendorf (Warinanco M.Y.C.) ‘* Bebe III,’ E. Goodwin (Marblehead M.Y.C.) ‘‘Rock ’Em,’’ G. Bedford (Clove Lake M.Y.C.) *‘ Dove,’’ T. Morrison (Red Bank M.Y.C.) *‘Glenelg,’’ A. Link (Philadelphia M.Y.C.) ‘* Mary J.,’° B. Chapman (Lynn M.Y.C.) ‘* Question,’’ C. Brook (Deeper Hudson M.Y.C.) ‘‘ Gray Goose,’’ H. Curry (Mill Pond .) “‘Skippy,’’ W. Hassert (Jersey City M.Y.C.) M.Y.C.) ** Muriel,’’ J. Weaver (Central Park M.Y.C.) ** Chicpat.”’ At the end of the day’s sailing, which comprised a complete round and finished at 5.30 p.m., the standing was: W. Hassert 48, J. Weaver 43, H. Curry 40, E. Goodwin 35, C. Schaitberger 31, G. Bedford 28, T. Morrison 28, A. Link 28, W. Malacrea 25, P. Dezendorf 24, E. Johnson 21, B. Chapman 20, C. Brook 10. Sunday’s racing was started promptly at 9 a.m. with the wind varying from six to 15 miles throughout the day, and still holding a general S.W. position although at times it ‘‘headed’’ enough to make a sudden retrim necessary on the windward legs. Rather unusual in these races was the fact that there were only a few really close races; when races were won, they were won by a definite lead. Conditions on Sunday were ideal for the event— warm, sunny, and with the air exceptionally clear. Five resails were necessary, and there was but one disqualification, which happened to my own boat, when a retrim was not affected on a windward leg, ** Grey Goose ’’ losing three sorely-needed points. At this point, not as an alibi, I would like to state that ‘*‘ Grey Goose ’’ was slower than I| had seen any boat, due to the most foolish mistake I had made in washing and ironing my sails the day before the races to make them look “ pretty,’’ and absolutely destraying them. [| mention this as a warning to those who do not know that when sails are washed, and the one washing does not thoroughly understand the job, they are rendered useless. I do not mean that I would have won the event had I left my sails soiled, but only that I would have made a better showing had I been thoughtful enough to leave them alone. At the close of the day that veteran skipper, Joe Weaver, still clinging to his faithful pipe, was the winner, and the new National Champion. The score was, for the two days: J. Weaver 82, W. Hassert 80, A. Link 75, H. Curry 69, C. Schaitberger 65, G. Bedford 63, E. Goodwin 56, P. Dezendorf 46, W. Malacrea 45, T. Morrison 45, E. Johnson 39, C. Brook 26. Unfortunately, Ben Chapman, the Lynn M.Y.C. entry, slipped and fell during one of the races on Saturday and injured himself so that he was unable to sail on Sunday, holding his score to the original 20 points gained on Saturday. His boat was in good trim by the close of Saturday’s sailing, and we looked for a much improved score for Sunday, knowing that Mr. Chapman is among our more successful skippers, and a veteran of many events. An outstanding highlight in this event was the arrival of Mr. Edward E. Thorp, Editor of the Model Craftsman Magazine, with the new trophy awarded by his Magazine for the International 50800 Class Championship, which the M.Y.R.A.A. plans holding in 1937. Mr. H. Kolb, Vice-President of the M.Y.R.A., who was appointed as a.Committee of one to select the trophy for this new International event, was presented with this beautiful gift in the presence 244 MARINE of Mr. John Black, President of the International Model Yacht Racing Union, and many other officials of the sport. This presentation and acceptance created a great deal of enthusiasm among the yachtsmen present. I am sure the entire sport of model yachting, here and abroad, is grateful to the Model Craftsman Magazine for its generosity. After the awarding of prizes and the ‘‘crowning”’ of the new champion, a special meeting of the Eastern Division was called for Sunday evening, and a complete report will be made public later. The hospitality of the Warinanco Model Yacht Club, the successful work of Mr. Sweet as O.O.D., and the fine work of his staff of Judges and Racing Committee, is to be highly commended. No effort was spared on the part of the Host Club to make the stay of the skippers, mates and spectator guests a happy one. The city officials of Elizabeth, N.J., their home, and the park commissioners have given their support and pledged their further efforts to make model yachting a permanent fixture on their civic programme. MODELS EASTERN DIVISION OF THE M.Y.R.A.A. SPECIAL MEETING was held at Warinanco A Park, Elizabeth, N.J., on October 11, the Presiding Officer being Mr. Herbert Kolb, Senr., President of the Eastern Division. By C. W. Sweet (Marblehead M.Y.C.), by C. Pollard (Warinanco M.Y.C.), that Minutes of the previous meeting not be read—Carried. President calls attention to the Constitution and By-Laws of the Eastern Division, in that part or parts which conflict with certain parts of the M.Y.R.A.A. Constitution and By-Laws. Stated that at a previous meeting, Mr. K. Baumgarten (Washington M.Y.C.) had been instructed to rewrite the Eastern Division Constitution and By-Laws to conform with those of the M.Y.R.A.A.; Mr. Baum- garten states the rewritten articles will be placed before the Clubs for acceptance by about January 1, 1937. The President reads protest from Warinanco M.Y.C. re Port Washington 50-800 Class Races for the Marblehead Perpetual Cup; reads Sec. A, Art. 9, Constitution and By-Laws. Mr. Pollard asks that a settlement be made as to the decision arrived at in review of said protest. Since President Kolb was O.O.D. at that event, he explained that, after careful consideration, the Warinanco M.Y.C.’s representative should have been granted the resail he was entitled to. C. O. Brook (Deeper Hudson M.Y.C.) suggests that, since too much time had elapsed since. the date of the event in question, and considerable expense would be involved, Mr. Kolb write a letter of apology to the Warinanco M.Y.C. for the Racing Committee’s failure to give their representative the opportunity he was entitled to, to enter the finals. Mr. Kolb agreed, he would follow that sug- gestion; Mr. Pollard was satisfied to have the matter settledin that manner. Discussion was carried through as to the merits of using certain marking on bulletin boards when a resail might be pending but not definitely settled. R. Johnson (Long Island M.Y.C.) suggests that a ** >’. mark be placed on board where any heat may not have been definitely settled. By A. Downey (Jersey City M.Y.C.), by R. Johnson, that ‘*?’’ mark be used in future—Carried. Johnson again rises to call attention to sails not being properly marked. After discussion for 15 minutes: By C. O. Brook (Deeper Hudson M.Y.C.), PRESENTING THE 50-800 Left to Right: INTERNATIONAL TROPHY John Black (President, I.M.Y.R.U.), Herbert Kolb (Vice-President, M.Y.R.A.A.), Edward Thorp (Editor, Model Craftsman) by Johnson (Long Island M.Y.C.), that after January 1, 1937, no yacht shall be admitted for entry in any Inter-Club event unless sails are marked with their Club Letters as issued by the M.Y.R.A.A., and a number given by their Club Secretary; the Club Letters to be placed OVER the Club Number of the size laid down in the rules by the M.Y.R.A.A.— Carried. Mr. John Black, Treasurer M.Y.R.A.A., requests that Registration Card be sent to him when a renewal card is required—that boats must be re-registered each year—that he will return the old card with the new one; this so there will be no error in giving a boat the same number. Mr. Frank Snow (J.C.M.Y.C.) that M.Y.R.A.A. refrain from altering the original rules for measuring the 50-800 Class Model. After explanation by Black—Motion withdrawn. 912, Broadway, Rensselaer, N.Y. FIGUREHEAD OF THE CLIPPER SHIP ** THERMOPYL ”’ Drawn by G. W. Munro Scale: The white, boards gold. 7’s” = 1’ 0” figurehead is a Grecian Warrior in picked out in gold. The trailwere likewise white, picked out in The Ship herself was green, with a yellow gold line. be congratulated on the possession of such a fine water. The Secretary is Mr. Thos. Bryant, 14844, Kentucky Avenue, Detroit, Mich. TO OUR AMERICAN READERS E have made arrangements to reserve regular WV space for American News, and, thanks to the co-operation of Mr. C. O. Brook, American readers can now rely on a_ regular news _ service, May we ask all our readers in the States to bring MARINE MODELS to the notice of their clubmates and friends, as we are most America. anxious to increase our circulation in FORTHCOMING FEATURES EXT month we hope to publish the lines of Mr. H. W. Easthaugh’s pretty model motor yacht ‘‘ Titan.’’ This is a notable model, and was described in our October issue. In January issue we expect to give our readers a new 6m. design. This class is rapidly coming to the fore and we anticipate this design will be welcome both in Scotland and England. Mr. W. J. Daniels has promised to design a Sharpie 50-800, which will be included in our list of blue prints for sale. This design should be very welcome to our American friends and also those clubs who have taken up the class over here. + ao By error, it was stated in the March issue of this Magazine that the club’s new pool was 100ft. long. This should have read 1,000ft., and the club is to ae ge regattas. pe Since a quorum was present, Mr. Kolb asked for a re-election of Officers, which resulted : — Vice-President, Chas. Heisler (Deeper Hudson M.Y.C.) was elected President; Mr. John Erickson (Mill Pond M.Y.C.) was elected Vice-President. Suggestion was made that office of 2nd and 3rd VicePresidents be abolished. Decided that F. Anderson (Red Bank M.Y.C.) would retain title of 3rd VicePresident until Clubs voted on the abolition of the two offices mentioned. C. O. Brook retained as Secretary; A. S. Anderson as Treasurer. By C. W. Sweet (Marblehead M.Y.C.), by Brook; Eastern Challenger Trials (A-class) be held in Philadelphia second Saturday and Sunday (Monday, if necessary) in April, 1937—Carried. Dates have been set for Challenger Races (National) at Boston, May 18, 19, 20, 1937. By Sweet, by H. J. Stout (Philadelphia M.Y.C.), that Eastern Eliminations (A-class) be held at Port Washington, N.Y., June 25, 26, 27—Carried. Kolb, as Vice-President M.Y.R.A.A., states date of National Meeting, M.Y.R.A.A., as Sunday, June 28. National Championship Races (A-class) at Port Washington, June 29-30, and July 1. Heisler Cup Races at Red Bank (N.J.) on the two days preceding Labour Day. Annual Meeting of the Eastern Division at Red Bank, Labour Day morning. By Stout, by Brook (after request by Sweet), that $25 be donated by the Eastern Division to the M.Y.R.A.A. for Challenger expenses—Carried. Black makes an extensive report of his activities while abroad; outlines forming of the International Model Yacht Racing Union, of which he was elected President. (Signed) C. O. BROOK, Secretary, Eastern Division, M.Y.R.A.A. a be accepted with regret. a == le could not do justice to both offices. By C. O. Brook, by A. Anderson (Red Bank M.Y.C.), that Resignation TRE-POL-PEN M.Y.C. (DETROIT) The name of this club is Cornish, and the members are mostly of Cornish extraction though in faroff Detroit. The club’s burgee embodies the old Cornish motto, ‘‘ One and All.’’ The club has a fleet of 19 50-800 and two A-class. Races are held every Saturday between May | and October 31. The club races are for the Marblehead boats and the two A-class confine their racing to Inter-club and Open Me The President rises to tender his verbal resignation as President of the Eastern Division. Reasons —he already held office in the M.Y.R.A.A., and 245 MODELS a paeae MARINE 246 MARINE SS ~ ll h—t=F=| By W. J. PIKE, ee SSS LSSSSESSSS Act. Hon. Secretary SS Council Meeting, September 17, 1936, and Adjourned Meeting, September 24, 1936. in HE principal business done by the Council at those meetings was the reception and adoption of the reports of the Officers of the Day at the Gosport, 1936, Selection Trials, and A-class Championship, the 6-m. Championship, and the 36in. Restricted Class Championship. The Council has accorded very hearty votes of thanks to the following gentlemen: Mr. C. E. Lemon, Mr. W. M. Carpenter, Mr. W. J. E. Pike, and Mr. A. McDougall. With regard to the 6-m. regatta, the Council decided that the race should be cancelled as a Championship and that the first prize should be awarded to ‘‘ Fredith,’’ and the second prize to ** Glenesk,’’ and the Cup withdrawn for this year. The Hon. Secretary was instructed to write to Germany thanking the clubs concerned for their hospitality to the English representatives at the recent International Regatta at Hamburg. Col. Holden’s report of the event was read and adopted. Proposed Model Yacht Lake at Weymouth. The Chairman, Mr. C. N. Forge, stated that he had been in communication with the engineer who was constructing a new lake at Weymouth, and that he had advised that the dimensions of the new lake should be 800ft. by 250ft., with a depth of 3ft. This matter has been dealt with by the Emergency Committee, and the Hon. Secretary has written to those in charge and has received a reply to the effect that there is no doubt but that the suggested alterations will be made. Mr. Carpenter’s Report on Customs. Mr. W. M. Carpenter reported that he had written the Import Duties Advisory Committee, and had been asked. to interview a Mr. Hutchinson, of the department, but that as he was personally unable to see Mr. Hutchinson, MODELS he had asked Mr. C. N. Forge to attend as his representative. Mr. Forge had seen this gentleman, and, in consequence of this interview and correspondence with the various national authorities concerned, H.M. Treasury had issued Duty-Free Licences for model yachts coming to this country. Mr. Carpenter dwelt on the valuable assistance he had had from Col. I. Dennistoun, and stated that he thought it would be necessary for the Council in future to appoint a Sub-Committee to deal with this matter. A report of the conduct of a competitor at a regatta organised by the Fleetwood M.Y.C. was received, and the Council decided that the competitor concerned should be allowed time to reply, but if he failed to give a satisfactory explanation, or failed to reply, then all Certificates of Rating held by him would be cancelled, and he would be debarred from taking part in any M.Y.A. event, either as competitor or officer, for the space of two years. Revision of Constitutional Rules. A Sub-Committee, consisting of Messrs. A. J. Child, A. W. Littlejohn, W. J. E. Pike, and C. N. Forge, having submitted a draft of the proposed new rules, this was discussed by the Council as far as was possible during the time at their disposal. The discussion will be continued at the next Council meeting, and it is hoped to be able to circulate proof copies of the rules, as revised, to all concerned, so that the new rules may be confirmed at the next Annual General Meeting in January, 1937. Fixture List, 1937. As there would seem to be a demand for the issue of the 1937 Fixture List at the beginning of January next, the Acting Hon. Secretary is endeavouring to get this done. He will be glad to hear as soon as possible from Club Secretaries as to any changes of addresses, etc. SPECIAL NOTE. The attention of all Club Secretaries, etc., is again to the advertisement in this issue which gives the addresses to which applications for Registration and for the purchase of the Association’s drawn publications should be sent. UNDELIVERED LETTERS UR Mailbag contains many curious letters, but here is one we did not receive : — From Mr. Dan Twister, Diddlem-on-Sea. Dear Sir,—Knowing your interest in Marine Models, I venture to bring to your notice my latest Ship-in-the-Bottle novelty. As you know, oldfashioned ships-in-bottles were put into clear glass bottles so that the ships were visible through the glass. In my latest production the ship is placed in a special opaque black glass bottle so that it cannot be seen at all, thus giving an excellent imitation of a ship in a thick fog at night. This, of course, is an immense improvement and I am sure you would like to have one. On receipt of your cheque for £5 I shall be pleased to forward sample of this unique novelty, post free. Yours faithfully, DAN TWISTER. P.S.—For a further 12s. 6d. I will fill the bottle with Special Scotch Spirits, which will add greatly to the interest of the specimen. MARINE MODELS 247 ——S 4 a re s% \) of model M.Y.C. yachts —_— Ss —==Ss ~ahe-.¢,—— an $ —=—~— OOK LONDON MODEL from our club formed part of the entertainment promoted by the Missions to Seamen at Leeds on September 23 and 24. A yacht from each of the four classes was sent, and proved a good draw, members who attended reporting that they had been kept busy in explaining the construction and working of the various models. A series of six photographs showing the building of a 10-rater from the drawing to the rigged ship was also included in our section. The landing stage round the lake is now completed, and we are preparing an offensive upon the weeds ready for November’s racing, at which we shall be glad to welcome any interested spectators from other clubs. The dates are as follows :— November 8—‘* Temple ’’ Cup for 10-raters. November 14—‘‘ Mirfield ’’ Cup for 10-raters. November 22—‘‘ Brayshaw ’’ Cup for 36in. Restricted. November 28—‘* Atkinson ’’ Trophy for A-class, continued, if unfinished, to November 29. J. P. CLAPHAM. LITTLEHAMPTON M.Y.C. v. GUILDFORD M.Y.C. The adult section of the Littlehampton Model Yacht Club brought off a great finish to their season at Guildford, where they won a team match with the home club by 108 points to 72. Considering Littlehampton were sailing on a strange water and without very much previous practice, it was a notable achievement. The Guildford Club made admirable arrangements for the match. Littlehampton were met from the train, taken by motor-coach to the pond, which is some miles out of Guildford proper, and taken back to tea after sailing. The weather, on the whole, was good, and there was only one shower to interfere with the. sport. Littlehampton had the unusual experience of sailing on almost black water, for the Guildford pond is filled with bog water. The sides are grown in many places with reeds and rushes. The highest number of points on either side was gained by Mrs. Kelly, of Littlehampton. She was the only lady taking part, and her ‘* Marina ’’ secured 27 points. Both Mr. A. Kelly and Mr. W. Warring obtained a higher number of points than anyone on the Guildford side. Scores were: — Littlehampton: ‘* Marina’’ (Mrs. Kelly), 27; ** Seaspray ’’ (A. Kelly), 24; ‘‘Joyce’’ (W. Warring), 23; ** Tamarisk’’ (J. Roach), 14; ‘* Valeta’’ (j. Robinson), 12; ‘* Challenger ’’ (H. Alexander), 8. Total 108. Guildford: ‘‘Imshi’’ (Mr. Prior), 17; ‘* Kittiwake *’ (Mr. Love), 17; ‘* Jubilee ’’ (Mr. Sparrow), 13; ** Redwings ’’ (Mr. Heald), 11; ‘* Mavis ’’ (Mr. Grey), 8; ** Otterhound ’’ (Mr. Pallett), 6. Total 72. YACHT LL 4 LEAGUE The season’s activities concluded at Clapham on September 19. In addition to this date being devoted to the final round for the ** Stanton ’’ Cup, an additional board for club mates was included so that the Individual League Championship could also be decided. At the commencement of the racing there was a slight breeze from the South-East, but later in the afternoon this dropped altogether and, as any further sailing was impossible, the winners were declared on the six boards sailed. Again the M.Y.S.A. proved themselves the winners of the ‘* Stanton ’’ Cup by gaining 195 points in the four rounds sailed. Highgate M.Y.C. were second with 151 points; Forest Gate M.Y.C. were third with 1474 points; Clapham M.Y.C. getting 118} points, and the SouthWestern Club 1124 points. The League Individual Championship Cup was won by Mr. W. Warman, of the South-Western Model Yacht Club, with *‘ Alice,’’ 204 points, whilst his club mate, Mr. J. Rudenburg, and Mr. J. Edmonds, of the Highgate M.Y.C., with 20 points, tied for the position of runner-up. The 0.0.D. was Mr. C. V. Hooper, of the Clapham Club. It is hoped that the Annual General Meeting will be held at the Woolpack Hotel, Moorgate, on Saturday, January 16, and there are prospects of one or two interesting items being included on the Agenda. A. J. F. RYDE M.Y.C. (British Headquarters (ISLE OF WIGHT) of the Marblehead Class.) The Annual Meeting was held at Headquarters, ** Southlands Court,’’ on October 8. About 50 members were-present, and the Commodore, Coun- cillor F. A. Saunders, took the chair. The general business was transacted, the annual report, showing the year’s progress, and the statement of accounts, showing a substantial balance, being accepted. This was followed by presentation of prizes, Mr. Bayliss most kindly undertaking the duty. The prizes were the Cups (with replicas) and silver and bronze medals for 2nd and 3rd prizes, and were: — The ‘‘ Commodore’s ’’ Cup—Q Handicap Class. Cup—T. H. Thorne; medals—D. Wyles and F. Searle. The ‘ Jubilee’? Town Cup and The “ Colonel Rhodes ’’ Cup—Marblehead Class. These two races gave the same results. Cups—F. Scovell; medals—E. Scovell and G. L. Matthews. The ‘‘ Chiverton ’’ Cup—36in. Restricted Class. Cup—G. L. Matthews; medals—Mliss Pauline Hills and R. Stower, Jnr. The ‘‘ Junior’? Cup (Handicap). |Cup—Mliss Nancye Kerridge; medals—A. S. Tuffin, Jnr., and J. Turtle, Jnr. ee exhibition OT = BRADFORD An Se a PROOF ROR eee = ee — aeel ————aaa RO eh PSR : =! _— : ee (4 248 MARINE MODELS The “ Stride ’’ Cup (open to 50-800 models built this year at a cost limit of 15s.). Six entries. Cup —Mr. E. Scovell. A 36in, Restricted class model, presented by a member for competition by the Junior Section, was won by W. R. Arnold. With the election of a new Rear-Commodore, the Flag Officers are: Commodore, Col. J. E. Rhodes; Vice-Commodore, Councillor A. J. Williams; RearCommodore, Mr. D. Hair. Councillor F. A. Saunders is President. The club’s elected officials are: F. Searle, and General Secretary, Mr. A. Kerridge. The election of the two Committees—Managing and Racing—was dealt with, and as the club’s activities had increased it was felt necessary to nominate Mr. G. L. Matthews Secretary to the Racing Committee. Special mention was made of the club’s indebtedness to the Ryde Corporation for the concession under which the club has the use of the lake, and to the Flag Officers, President and Vice-President for their valued help. Due thanks were accorded to officials for their work in the club, and also to the ladies who had given such impetus to the social Handicapper, Mr. F. H. Alexander; Measurer, Mr. A. Feltham; Auditor, Mr. A. Hills; Treasurer, Mr. A BRITISH 50-800 CLASS “JUNE *” (OWNER, N. HAIR, RYDE M.Y.C.), *“ POCAHONTAS,”’ FROM THE BY W. J. MODEL ‘‘ MARINE MODELS” DANIELS DESIGN MARINE side of the club. Their help was enlisted on the Social Committee which was formed. A fine silver Challenge Cup, presented by the Mayor (Ald. A. Dennis) to be called the ** Coronation’’ Town Cup, was on view. If satisfactory arrangements can be made it is proposed that racing for this Cup shall be open to all owners of 50-800 Marblehead models whose clubs are affiliated to the M.Y.A. The probable date is in August. A hear that the sailing section of the club is rapidly gaining popularity, and a really good fleet is being together. It is more than probable that the sailing section will have a special lake to themselves in the near future, and the worry caused by rowboats will then be a thing of the past. The Wicksteed Trust is doing all in its power to help the club, and is indeed a model for other public bodies which frequently have little or no sympathy for model yachtsmen and powerboat men. The first event for the 36in. Restricted class was held by the club on September 6, and attracted six entries. Two of these came from Bedford and two fron Leicester, but all were members of the W.ML.Y. & P.B.C. A good stiff breeze from the South gave a nice beat and a run, and exciting finishes were quite common. Even usually disinterested spectators became quite enthusiastic, and were heard shouting for their favourites. Eventually ‘‘ Moonshine ’’ (built to the MARINE MopELs “‘ Babette II ”’ design), Mr. Laws, proved the winner with a score of 36 points. Other scores were: Mrs. Wait (skipper, L. Tosland), 34; Mr. Whitworth (skipper, J. Spratt), 31; Mr. Wait, 22; Mr. Fuller, 15, and Mr. Skews, 249 12. The club is fortunate in having as a member, Mr. R. L. Whitworth, of Bedford, a most unselfish gentleman, always ready to forgo his own sailing to act as O.0.D., and who on this occasion also gave a very nice silver cup to the winner. F.-Ox Rs M.Y.S.A. (KENSINGTON) The last important match of the season was for the ** Kenyon ’’ Cup presented to the club a few years back by the Mayor of Kensington. This year’s WICKSTEED M.Y. & P.B.C. Readers of MARINE MopELs will be interested to got MODELS race attracted a smaller entry than ever before. The wind was a light Northerly, giving a reach both ways. Last year’s winner was successful in retaining the Cup, with a score of four points ahead of her nearest competitor. Scores: ‘* Marina’’ (L. Stone) 22, ‘‘ L’Hirondelle ’’ (R. Harris) 18, ‘* Trigonia ’’ (H. Wake) 16, ‘* Die of Fright ’’ (R. Hawkins) 14, ‘* Coquette ’’ (R. G. Barton) 14, ‘* Dinah ’’ (F. Vincent) 10, ‘* Gloria ’’ (A. W. Littlejohn) 10, ** Belveron ’’ (W. Morrison) 8. The Novice Cups for the 10-rater, and combined 18-footer and 6-m. classes, attracted eight entries. To be eligible a member must not have won a Cup or trophy of any kind. The 10-rater Cup was won by Mr. Rigby, after trying for it for three successive years. This was a very popular win, as this skipper is a good sportsman who always sails a fair race. Scores: Mr. Rigby 174, Mr. Vincent 10, Mr. Adams 9, Mr. Hawkes 7, Mr. Hawkins 63. The combined 18ft. and 6m. Cup was won by the club’s latest recruit, sailing a 6-m. model, and it is hoped that next year he will carry on the good work. Scores: ‘* Jessie’? (Mr. Westwood) 24, ‘* Yvette ’’ (Mr. Vincent) 20, kins) 16. ‘‘ Elsie ’’ (Mr. Haw- WICKSTEAD M.Y. & P.B.C. (left to right)—E. SHAW (WINNER, TIMPSON TROPHY), L. TOSELAND (2nD IN TIMPSON TROPHY AND PATEN CUP RACES), R. L. WHITWORTH (0.0.D.) + T. H. CARR (WINNER PATEN CUP) 250 MARINE M.Y.S.A. DIAMOND MODELS HUDDERSFIELD (KENSINGTON) JUBILEE DINNER Arrangements are now in hand for the Club’s Diamond Jubilee Dinner, which will take place on Any Tickets are 7s. 6d. each. November 21. gentleman who would like to attend is requested to communicate with the Hon. Secretary of the club, who will be pleased to furnish all information. Address: F. B. Rigby, ‘* Maol Dar,’’ Vanda Cresae cent, St. Albans. | M.Y.C. Flag races for the 36in. Restricted class are being held fortnightly, and enthusiasm is growing. The skill of the skippers is improving in the varied weather conditions of mild breezes to squally 40 m.p.h. winds, experienced lately. The position of the leading boats on average to date: ‘‘Elma’’ (Mr. Honeybell), 79°, *‘ June ’’ (Mr. Procter), 78°, ‘* Joan ’’ (Mr. Hirst), 68%, ** White Nymph “’ (Mr. Tolsen), 64°,. The 50-800 Marblehead class has been unanimously adopted as an additional class for next year. Several boats are being built this winter, and a Cup is to be procured for competition. The Marblehead will be best suited to the water, being more imposing than the 36in., whereas all the other M.Y.A. classes are too big to be handled from the Reservoir banks. The simplicity of the rule, and size of the boat, therefore, emphatically appeal to the members as the most suitable type to adopt. | F, ‘C: Ae VANE STEERING GEAR AT GOSPORT | | W E have been told by readers that our account of the performances at Gosport is very much against the Vane gear. Well, we went to the International Regatta there, fully prepared to find that the Vane gear in the expert hands of Mr. Sam O. Berge would show us such model sailing as we had never before witnessed. Both German and Norwegian boats were fitted with this device, but the German yacht’s gear hardly At times the gear on Mr. ever functioned well. Berge’s boat acted admirably, but whenever a slightly harder puff came, though the gear could be seen through binoculars to be functioning, yet it was not sufficiently powerful to control the boat and prevent her broaching. It is possible that this was due to the boat as much as the gear. One noteworthy point is that both the boats on which it was fitted were full-keelers with very raked rudderposts. This type are most difficult to handle Whether an upright with a Braine gear also. or nearly vertical rudderpost would improve the functioning of the Vane is another point, and we are inclined to think it would. Photo: A. MR. C. E. HODGES WITH HIS J. Ford. 10-RATER ** INIPPY.”’ He has been a member of the Forest Gate M.Y.C. since 1914, and before that was a member of the Alexandra M.Y.C., which ceased its activities some 20 years ago. It is perfectly true that Mr. Berge won at Fleetwood last year with the same boat and gear as he came second this time, but there are a number of other factors which undoubtedly influenced matters. Conditions at Fleetwood were not so tricky as they were at Gosport this year, which consequently provided a more difficult test for the steering gear and handling of the yachts, and the Vane gear did not emerge with glory. We think that Mr. Berge won his position this year because he is a very expert skipper and his boat is very fast in light weather, and that had he used a Braine gear he would have done still better. Though his Vane won him a number of windward boards, he might equally well have won many of these without it, and it is certain that he lost many running and reaching In our opinion “ Prinz boards because of it. Charming “’ performed well im spite of her Vane gear, not because of it. To form a final conclusion, we should like to see how a fin-and-skeg boat would perform under similar conditions with a Vane. MARINE Y ES, sir. We have quite recovered from the orgy of last month and returned to our normal, quiet sanity. Or, have we? Anyway, we have been having more or less of a holiday during the past month, a period of recuperation doubly welcome after a strenuous end-of-the-season tush. And yet we feel dissatisfied, somehow, and when Saturday morning dawns with no model yachting engagement a feeling of something wanting pervades the atmosphere. Quickly dispelled by an emphatic remark, from a source that shall be nameless, ‘‘ That garden is a disgrace.’’ So perforce we gird up our loins and start to bring some semblance of order out of riotous natural disorder. By lunch time we begin to miss the pondside still more, and when we finally tumble into the dreamless slumber of our innocent conscience, we are past caring whether there are model yachts or not. Are we a mass of aching muscles? Oh, Boy! After which digression we had better get down to our present job, which is already overdue, in fact. We are pleased to know that the Council have adopted our suggestion with regard to the National 6-m. Championship, and regard the decision as a fair and equitable solution of an unfortunate difficulty. Experientia docet stuitos. The Editor’s article in our last issue on ‘* Scoring,’’ while explicitly concerned with International contests, raises a question worthy of serious discussion generally. The suggested timing system, however, would undoubtedly prove extremely cumbersome, as the continuous running of a complete heat between two opponents must presuppose a clear course for the double run for each pair, and, if there are, say, 12 entries, six pairs, it would multiply the time required for the tournament by at least three—that is, granting only three pairs are on the water at one time, and, in our practice, by much more, as we would expect to put the whole six pairs on the water at one time in various stages. In other words, the first pair away approaching the flags, as the last pair leaves the starting line in each board. Our Paisley friends experimented with a system of results by timing for club races a few years ago, and while we forget the exact details, eventually it was dropped and reversion made to the popaiat three and two. On the whole, we think the present system works out very fairly. But, and here is the real snag, beating points should only be awarded when the conditions are such as give real beating work. Too frequently beating points are declared when in fact the models are close reaching, with perhaps a short tack at either end. Incidentally, close reaching appeals to us as more fascinating than any other course, except perhaps spinnaker work in a good breeze, which, alas! is far too seldom witnessed. We could amplify these remarks indefinitely, but it is about time to get away from the mike, and the next part of the programme fol- lows immediately. MODELS 251 Practically speaking, the Scottish season closed with the 6-m. Championship on September 12, and, although there has been club racing since, no important events have been on the schedule, if we except the National 12-m. race at Saltcoats on September 26. This race brought out seven competitors, representing four clubs, and this small entry enabled a double round to be sailed notwithstanding the exceedingly light breeze prevailing. Provost Kennedy offered the participants a civic welcome, and graciously acted as starter throughout the pro- ceedings, capping the whole service by presenting the prizes at the conclusion of racing. Good train- ing. May we hope to rope him into active connection with model yachting when he tires of the cares of municipal politics? He will find it more restful—er—perhaps. Seriously, the Saltcoats Provost has been a tower of strength to the local club, and the sport generally, since the inception of the new lake at the West Bay, and has always gone out of his way to ensure the success of every race held there. The whole fraternity in Scotland owes him a debt of gratitude for his support and ungrudging assistance on all occasions, and we know we are in agreement with all our constituents in placing on record our deep appreciation of his services. It is gratifying to add that we are informed the Burgh Council are well satisfied with the result of their enterprise in providing the lake which has steadily increased in popularity and is now one of the prominent attractions of the resort, commanding consider- able public interest even during such an unfavourable summer as this year has provided. To return to the race—{about time, too? O.K., Mr. Editor). ‘‘Neupon’’ (H. Miller, Saltcoats), leading the fleet at completion of the first round, continued to hold her advantage and came home ultimate winner. ** Hinba ’’ (J. McKinnon, West of Scotland), in the capable hands of Mr. Norman Rodrick, as skipper, Mr. Hugh Morris, of the secured second prize. Scottish A-class Club, was in command of the race. Probably the most representative gathering of Aclass models in Scotland this season assembled at Victoria Park, Whiteinch, at the invitation of the West of Scotland Club, on October 10, when five clubs sent nine models for an open regatta. Unfortunately the weather was fair and quiet, with frost in the morning and the inevitable absence of wind, and, while an effort was made and one heat sailed, or drifted, it was obviously farcical to continue, so the race had to be called off. A great disappointment for all concerned, and particularly those coming from Greenock and Saltcoats. However, we all adjourned to the Whiteinch Burgh Halls and spent a pleasant social evening. The West entertained the company to a very excellent tea, and Mr. A. E. Arthur treated the gathering to old and new retrospects with the aid of his cine-camera. After all, a not uninteresting day notwithstanding the inactivity of the models. It is anticipated the race will be 252 MARINE reinstituted for an early date in the spring of next year. Not so far ahead as it may seem at present. Time flies when we are not getting younger. ** Some hae meat and canna éat and some could eat wha wantit.’’ Dennistoun has a championship flag, or twa, but nae staff to flout it on. Ablains, the powers that be, gingered by the recent club successes, promise speedy ‘remedy with the old flagpole, which had been ta’en awa’ for repair and was Sr ee 0 Re ee cone ote biding o’er lang. Mixed? Hooch, aye! In con, tradistinction our friends at Clydebank have a virgin (no, we’re wrang, a mature) flag-pole and nae flag ava. How come? Weel, sure and to gootness, yes, she’s fleed awa. Or by somebody, or somehow, the 12-m. championship flag, bearing dates of 1934 and 1936, and belonging to Clydebank, has mysteriously disappeared and cannot be found despite extensive enquiries in all likely, and some unlikely, quarters. Can it be that it has gone to complete the flag-locker of the ‘*‘ Queen Mary,” jealous of the challenge to her supremacy? Or will it turn up somewhere anon as part of the Coronation decorations? Also lost, stolen, or strayed, is the house flag of the Scottish A-class Club. Curious. Suitable reward is offered for information leading to recovery. Loss of memory is suspected. Ochonee. Since our last page burst upon an astonished world (and ain’t we modest?) Barshaw Park, Paisley, has been the venue for the Paisley Commodore’s Cup race. Although at first absence of wind occasioned delay, the breeze came away, and with increasing strength provided good sailing conditions throughout the afternoon. No very fast work was seen, but some finely-balanced trimming gave many runs direct from line to line with no necessity for handling during the course, and keen racing was general. The winners were found in ** Bee ”’ (W. D. Boyd) 27 points, ** Iris ’’ (T. Ross) 24, and ‘‘Nancy”’ (J. Taylor) 21 points. Up to the last heat ** Bee ”’ and ‘* Iris ’’ were equal, but the ** Bee ’’ then stole the honey from the “ Iris ’’ and ‘* Nancy ’’ was left Commodore Douglas was on lamenting. Oo-er! the bridge, with Secretary A. T. Muir as second in command. The Saltcoats Club was again At Home to the Scottish A-class Club on October 17, and experienced the full effects of a wild South-Wester. The strong wind brought with it a very high tide, with heavy combers breaking over the sea-wall, and rendered it dangerous for skippers to venture on it. Consequently, the race had to be hung up for an hour or two pending turn of the tide and abatement of the serious risk. As it was, in a trial spin before the starting signal, ‘‘ Quickstep ’’ (D. McCullum) lost her spars, and at the end of the second heat another Saltcoats boat, ‘* Gleneagle ‘’ (J. K. Taylor), damaged her steering gear and had to retire. Three heats were completed, and it was found that, of the 15 points possible, three competitors had 13 to their credit, comprising ‘‘ Annie’’ (D. Leggatt) and “‘Luss’’ (D. Bonnar, Scottish A-class), and ‘‘Nolag’’ (H. Miller, Saltcoats), Mr. Bonnar, who had donated one of the prizes, retired ** Luss ’’ under the circumstances, and left the issue to be threshed out by the other two—and threshed out it was in a very exciting finish. Although * Nolag ’’ had the advantage of the weather berth at the start, ‘* Annie ’’ drew closer into the wind and came to bank a few inches on the wrong side of the flag, MODELS 10 seconds ahead of her rival, which touched in the exact same spot. Smartly tacked to Port both models again had to come about from the weatherside of the flags before crossing the line, with ** Annie ’’ holding the advantage by five or six seconds. Both ‘* Annie ’’ and ‘* Luss ’’ are Admiral Turner designs, although a period of 9-10 years lies between them, ‘* Annie ’’ being a sister ship of the 1935 B.E. champion, and ‘* Nolag’’ we rather think is from the board of Mr. J. E. Hutton, although we are not sure of this. Of course, the models were reefed down very considerably. The final club scores were: A-class Club 54 points, Saltcoats 26. As a return for the many favours bestowed upon them during the season, and as a mark of their appreciation, the visitors entertained the local club to supper in the Westfield Hotel, after the race, and song and story succeeded as a fitting close to the day and a valediction to the season. By the way, this meeting is to be repeated annually, and perpetuated as the ‘* Haddy’’ race.* Why? Because two boxes of prime Aberdeens figured as a third prize, and one of them provided a course for the supper. Our deponent does not state whether the fish were lineal descendants of the famous Stonehaven brood, or if the Bonnar cat is still at home or engaged on an annual pilgrimage. Anyway, they were prime fish with a flavour all their own. By the way, have you heard why Aberdeen fish are so largely exported? The latest researches reveal that it originated in the fact that at that time there were Aberdeen to enable the thirst-provoking qualities also partly provoked the Wall in an endeavour to of Lancashire. It also attributed to the Scottish not sufficient visitors in natives to quench the of the delicacy. This erection of the Hadrian prevent the depopulation accounts for the virtues waters. We much regret to have to end this month on a sad note. Much sorrow is felt by those of us who met him at the passing of Mr. A. E. Foster. ‘* Sunset and evening star,’’ he was justly esteemed by us all for his quiet competency and genuine, deep interest in the sport, and we grieve with our Southern friends at our mutual loss. The last occasion upon which we foregathered was at the National 6-m. Championship, at Saltcoats, in 1935, when he accompanied Mr. Carpenter, and we are glad to have this pleasant last remembrance of his lovable personality. We must all ‘* cross the bar ’’ eventually, and, after all, why should we sorrow? Should we not rather rejoice for the life that was given to us for a brief space of service and community, and has now passed, leaving fragrant memories for compensation? One by one we reach our final berth, and as our contemporaries close their logs and leave us, it is borne in upon us that speeding day by day we, too, are nearing our Home port. And so, Old Friend—Farewell. THE SCOTTISH COMMODORE. *The Saltcoats Haddy appears to be a rival to the Farnborough Marrow.—EpiTor, M.M. eed MARINE MODELS 253 _ 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. SAILING MODELS OF SHIPS Dear Sir,—With regard to your remarks on ** Sailing Models of Ships,’’ some time ago I designed and commenced building a model of a tea clipper. I decided to make it a 10-rater, and it looks like being a very convenient size. The scale is 1/5in.=1ft., which gives a L.W.L. of 42in., beam 7}in., displacement 24 lb., sail area 1,400 sq. in. 42 x 1400 6000 «~*~ (Sail area may be increased.) . The 10-rater rule puts no restriction on displacement or beam, and I consider this a definite gain, as these are automatically controlled by the restricted sail area. A restriction on draught might be an advantage as it would penalise the false keel. I think there is a good deal to be said for having a class similar to that for yachts. In a beam or a quartering wind the ship should give the sloop a good race, and allowance could be made for windward boards. I believe the Scarborough men sail heavier ships, but a larger class than the 10-rater could be provided for. Yours faithfully, E. BOWNESS. concerned, if I can only sail my boat on Sundays, I give up sailing and find some other sport which does not compel me to use Sunday. This may be all personal feeling in the matter —let us put aside personal feelings and personal jobs, and tackle the principle: are we, or are we not to have National Championships using Sunday as one of the racing days? Through my club I suppose I am (like all others) a member of the M.Y.A., and I would like the M.Y.A. to say: ‘* That while giving all freedom for all clubs to run their affairs as they think best, we, the M.Y.A., will not hold any of our Championships using Sunday as one of the days of racing.”’ I am still not satisfied at the way this has been carried out by the officials of the M.Y.A. When I first raised the matter and wrote to the Acting Secretary, I had one answer; then we have a Sec- tional Secretary giving other dates. I still hold that the dates have been altered since the fixture meeting. Of course, if I am proved wrong, I apologise, but it all points that way. Thanking you for your remarks re my first letter, also Mr. Alexander and ‘‘ Sabbatarian’’ for support, not forgetting Mr. Lemon for his reply. Although I don’t agree with him supporting Sunday sailing, I respect his views. Yours faithfully, ** Kinnaird,’’ Cransley Crescent, Westbury-on-Trym, Bristol, T. SPENDLOVE, Hon. Secretary, ° Derby Model Yacht Club. [Other letters on this subject, together with photographs of a model topsail schooner and a model brigantine are unavoidably held over until next month.—Editor, M.M.] ANOTHER ONE-MAN CLUB Sir,—It was with much interest I read Mr. A. Paul Brown’s letter in this month’s issue of MARINE 10RATER CHAMPIONSHIP Dear Sir,—With your permission I would like to reply to a few of Mr. Lemon’s remarks as published in September MARINE MopELs. Like others, I can- not see that the questionnaire proves anything conclusively; the point raised by *‘ Sabbatarian ’’ is a Mr. Lemon is quite very good one against it. wrong when he says that I do not object to sailing on Sunday provided it is not a National Championship. No, Mr. Lemon, please give me credit for being a little more consistent than that—you have read into my letter what was not there. I said National Championships should not be held on Sundays; club racing is different, being a matter for the I am not a member individual clubs concerned. of a club which sails on Sundays. As far as I am Mopbets. I, too, am a ‘‘ one-man club,”’ it having come into existence on completion of my 6-m. model last August. The boat is built from the design in Model Sailing Craft, and a beautiful yacht she 1s. Rowntree Park, York, is the best model yacht water we have. It is really too small for anything, bigger than 30in. boats; and an ornamental island at the north end has been, and still is, the cause of many ** wrecks.”’ Your book, Model Sailing Craft, 1 bought last December. I at once brought it to the notice of It is our local librarian, who obtained a copy. never on the shelves, so that it is obvious that it is being made much use of. I agree with Mr. Brown about the pleasure to be derived from ‘‘ cruising,’’ and that a special burgee and badge would be very welcome amongst the = le, ee LIU = 1 sl See ——yI3T 254 MARINE ** cold-shouldered *’ ones. Is there no way of making your splendid publication better known? It was only by accident that I came across it. Only recently, whilst indulging in a little quiet cruising, with my son as mate, I was asked by a gentleman where he could obtain a design or designs of model yachts. Naturally, I gave him the address of MARINE MODELS, and advised him to get Model Sailing Craft. He was a perfect stranger, and was greatly interested in ‘* Deerfoot ’’ (my boat’s name), and was good enough to say that he had never seen so beautiful a model. We have no club in York, and are not likely to have one until we have a model yacht lake. There is plenty of land near the city; even the present pond in the park could be enlarged and improved. It is certain that model yachting in York would get a big lift if our City Fathers would provide us with a proper “ sea.”’ In conclusion, let me congratulate you on your September number. It is really the best up to date, and a design for a Marblehead 50-800, too. All for Is. 6d. Well, I shall look forward to the burgee for lonely sailers to fly, and feel sure, as Mr. Brown says, ** It will increase your circulation.”’ Yours faithfully, ALBERT DALE. 96, Lucas Avenue, Burton Lane, York. [We are obliged for the recommendation. We heard recently of a copy of Model Sailing Craft in a Public Library. One man took it out and kept it the full time limit. When returning it, he arranged for each member of his family to borrow the volume in turn, so nobody else in the District has seen it. We understand he has now copied most of the book into penny exercise books!—Epitor, M.M.| THE CLUBS AND THE CRUISER Dear Sir,—I read with some interest the letter of Mr. A. Paul Brown in the October number of MariInE MOopELs, and am rather surprised at some of his comments about the reception received by cruising enthusiasts at the hands of members of clubs at the waters visited. I myself am also something of a cruising enthusiast, and | feel bound to say that my experience has been very different from Mr. Brown’s. While I am a member of a local Manchester club, I never fly my burgee when visiting other sailing waters, and there is nothing to show that I am in any way connected with the M.Y.A.—even my sails bear no marks of any kind. Wherever one goes one finds not only courtesy, but a real willingness on the part of the members to be friendly and helpful when help is sought. My experience among model yachtsmen, as a fairly a recent newcomer to the sport, is that there is certain camaraderie which is too often lacking in other sports. I was interested to read, also, that Mr. Brown calis himself a ‘‘ One Man Marblehead Yacht Club.”’ I, too, sail a Marblehead class yacht—the only one in my club—and I know of only one club in Eng- land which caters for this very smart type of craft, viz., the Ryde, 1.0.W., M.Y.C. I am surprised that there is not more interest taken in the 50-800, MODELS because it has many real advantages over the larger models. Firstly, it is so easily transportable, fitting nicely into the back seat of practically any car. Secondly, the restrictions afford great scope for the designer, and it can be made to handle equally as well as its larger brothers. Thirdly, it is the happy medium between the 36in. Restricted and 10-rater, for which so many people are looking. It was very gratifying to find plans for a Marblehead in the last issue of this organ, and I trust that this bonny little craft from across the “ herring-pond “’ will win its way to that popularity which it so richly deserves. Yours faithfully, R. E. SIMONS. NATIONAL 6-M. CHAMPIONSHIP Sir,—In your October issue the Scottish Commodore has presented us with one of the best reports of a National Championship meeting that has ever appeared in the Magazine. At the same time I take exception to the sentence, *‘ We do not understand why the interested parties,’’ etc. He has adequately described the weather, and, believe me, skippers and mates had quite enough to do keeping themselves as dry as possible, their craft secure from damage, and effecting repairs, without bothering themselves about ‘‘ the other fellow’s score.”’ When the adjournment came, in spite of the good temper prevailing, most people had become “*fed up,’’ the general impression being that it was impossible to award the Cup and prizes on the race at that stage with any pretence to a fair result. Judge of our surprise when ‘‘ Glenesk “’ and *‘ Fredith *’ were called out to sail a tie with a score of 37 points each. it was naturally assumed that the O.0.D. had taken full account of the effect to the score of ‘* Maid Marion’s ’’ withdrawal! After the prizes had been presented it was learned that ** Glenesk ’’ had dropped five points and that ‘* Fredith ’’ had only dropped three points! How did both boats score 37, unless one had sailed an extra leeward board? It is the first race I have ever taken part in where the score cards were not collected and checked with the Official Score Sheet before declaring the result of the race. If this had been done perhaps the error would have been detected in the office. Again, the O.O.D. insisted on sailing the whole 16 entries in one heat. It is impossible to do this in one day under any weather conditions at Fleetwood. Happily the M.Y.A. Council have done the only thing possible under the circumstances. Neither ** Glenesk ’’ nor ‘* Fredith ’’ could be said to have won the Cup fair and square. The apologies of the O.0.D. are accepted and appreciated by Yours faithfully, JAS. EDWARDS. 32, Woodlands Road, Liverpool, 17. A FINE RECORD A 10-rater from the MarRINE MopeLs ** Evadne ”’ design has just completed her first season with a record of five Ists and one 3rd in six starts in club events. Our range of designs contains equally good boats in all classes.