The Model Yachtsman and Marine Model Magazine: Volume 5, Number 1 – April 1932

! ala inuei a Fh | / (TT AND MARINE “MODEL MAGAZINE VOL. 5. NO. 1. APRIL, Editorial … I.M.Y.R.A. Notes Summer Skies in Winter … Model Yachtsman’s Dream Ship . Working Model of ‘‘Monarch rhe of Bermuda’”’ Shetland Sixern News of the Little Ships … Our Scottish Page Queries and Replies… S)ye 4 \5 999d) yD i Bee UUUUU RGM RCRREOMIULARGL Tee The Model Yachtsman, Golden House, Great Pulteney Street, London, W.1. 1932 April 1932 The Model Yachtsman. MODEL SAILING CRAFT | By W. J. DANIELS and H. B. TUCKER Owing to production expenses proving more than expected, the price will be 2S/=, not 21/- as previously announced. Publication first half of April. SUMMARY OF CONTENTS: History of Model Sailing Craft with all Rating Rules ever used for models or real yachts. History of model yachting including International Races. Theory and practice of Designing. All methods of Building explained. Lead keel casting, Painting and finishing. Making Steering Gears and Fittings. Making Spars and Sails. Rigging and Fitting out. Handling and Racing with Racing Rules. Cruisers: Schooners and other Fore-and-after Rigs. Square Riggers. Building a Skiff for Model Sailing. Clubs, their management and organisation. Measurement of Racing Models. Explained clearly—Copiously Folding WELL -WORTH Plates THE and MONEY Illustrated inumeprable TU ANY with Photographs. Diagrams. MODEL YACHTSMAN. Help this Paper along by buying through us and sending your order with remittance to The Model Yachtsman, Golden House, Gt. Pulteney Street, London, W.1 id 4 of Model Yacht Finest Union Silk and Repair Service. Spars, Sails, Fittings Bobbin, etc. and Accessories for all Classes. To order only. :: Sail Cloth. 2 Bunting Flags and Pennants Decorative, Water-Line any size and design. & old-time Ship Models Bille -and” Réseared. Chas. Peatacae vies West Norwood, S.E.27. LONDON, W.2 a Drown, 8, Ullswater Rd., 10, Celbridge Mews, Porchester Road, YY : : ° Fit-out i In replying to Advertisers, please mention THE MODEL YACHTSMAN. J SOS THE MODEL | AYACHTSMAN | ee eetatk | ae ae AND MARINE MODEL MAGAZINE Vol. 5. No. I. APRIL, 1932. EDITORIAL. HE first number of our fifth volume cannot be allowed to go to press without an Editorial. We confess to great disappointment with the result of our Questionnaire form, as we expected to get replies from a far bigger percentage of our readers. At the time of writing from the replies so far to hand, it would appear that roughly half our readers are unattached to any club. Of the club members the majority are sailing men, but there are also a number of power boat and ship model club members. Our readers would appear to be about 50 per cent. model yachtsmen, with the remainder divided almost equally between the ship and prototype modelmen and the power-boat section. Of the sailing yacht readers, about 40 per cent. Articles on Handling are a poor fourth, and a very long way behind come Club Notes and Racing Reports, General articles, and Historical articles. One club member has added to his questionnaire form: ing ‘‘ A top-hole magazine ; and readable.” We also every line interestreceived a letter recently from a very well-known model yachtsman in which he said: ‘I always look forward to the magazine, and read every line of it.” Whilst it is a great pleasure to have such satisfied opinions from readers, we ourselves are not so conceited that we do not think that the magazine could be greatly improved, but the trouble is that as yet we are magazine, and every only a comparatively small improvement means money which, unfortunately, we are unable to spend on the magazine until our are interested in racing classes and 60 fer cent. almost equally divided between smaller classes and circulation increases. cruising types. Our power-boat readers are almost equally divided start a model yachting magazine, but they all had between hydro-planes and steamers with a lesser proportion liking show models than working models. Our ship modellers divided between and those who are again almost equally those who prefer sailing models like show models, with a slight preference in favour of sailing models. Turning to the section under which we asked readers to indicate the styles of articles they preter, There have been at least three other attempts to to shut down owing to lack of support. Somehow, THE MODEL YACHTSMAN AND MARINE MODEL MAGAZINE has fared better, but if we are to go ahead we want more support yet. We, therefore, have no hesitation in asking all our readers to help us to extend by getting us further readers, particularly subscribers. The great benefit of subscribers to the magazine is that one we find that Building comes first, closely followed then knows in advance that one can sell and thus by Designing and Scientific articles, and avoids the waste entailed by over-printing. Designs. April 1932 The Model Yachtsman 2 It will have been noticed that we have changed the title of the magazine by the addition of the words “AND MARINE MODEL MAGAZINE.” We have extended our scope since the magazine was first started and the present title is, therefore, Another important change is that in future our publishing day will be the seventh of every month. Closing date for news, contributions and advertisements will remain the tenth month as heretofore. of the preceding more appropriate, and further, a better sales proposition, as we cover all branches of marine modelling. eyMove / ING Associ on TO” ole a On 2 oe ow ete ee Oe te os HE Annual Meeting of the International Council the rule does not prohibit any reasonable method is being held on Friday, July 29, at the Crown Hotel, Gosport, Hants. of construction, the use of celluloid and oiled silk In addition to the usual routine business, the agenda contains a notice of further consideration of the American motions with regard to the limitation of the amount of tumble home allowed to A-class yachts to 2} per cent. of the extreme beam on each side of the yacht, and the prohibition of the use of celluloid, oiled silk, or other unsuitable materials for the deck. Whilst all the nations in the Association are for decks is considered undesirable, and that no boat so fitted shall be deemed eligible to compete in the World Championship. As the selection of national representatives is entirely in the hands of the governing bodies of each country, this obviously enables this provision to be brought into force at once without waiting for the expiration of the three years necessary to effect a major change in the rule. %* * ** I have pleasure in announcing that the Swedish unanimously in favour of these two alterations, there is a rule in the Constitution of the Association that prohibits the change of the Measurement National Authority (Sveriges Modell Seglar Forbund) has now been admitted to membership of Both of these questions were raised last year by the Modell Seglar Forbund is Mr. Formula and Classes without three years notice. American delegates, Messrs. Black and Merrill, without previous notice. Therefore, though they were discussed ard all the delegates were in the I.M.Y.R.A. The Secretary of the Sveriges Henning Haglind, Tecknologgatan 7, Stockholm. favour of them, nothing official could be done. The countries now represented in the I.M.Y.R.A. are the British Empire, United States, France, Germany, Belgium, Norway, Latvia and Sweden. Notice now having been given, it will be open to the Council this year to take an official decision. Model yachting is also advancing rapidly in Switzerland, and it is hoped that before long an application Of the two points raised, it must certainly be held that the restriction of tumble-home constitutes a may be received from that country also. distinct alteration passed, it cannot in the become rule, and operative therefore, until if 1935 season. On the other hand, the matter of the use of unsuitable materials for decks, whilst apparently directly in contradiction to the provision that there shall be no restriction as to materials or scantlings, may be looked at in a different light, and much will depend on the ruling given by the Chairman of the Council. It may well be contended that whilst the provision in the rule is intended to ensure that no reasonable constructional methods shall be barred, it was not contemplated that such entirely unsuitable practices should be allowed. In such an event the Council can issue a ruling that whilst * x x In addition to the countries mentioned in the last issue of THE MODEL YACHTSMAN AND MARINE MODEL MAGAZINE as having entered for the World Championship Races at Gosport (July 30, August 1, and 2) the entry of ‘the United States has also been received. four competitors will, therefore, be France, The Bel- gium, U.S.A. and the British Empire. The recent competitors from all these countries have proved themselves most dangerous so that the British Empire representative will have to do very well if the International Cup is to remain in this country. April 1932 And Marine Model Magazine. 3 SUMMER SKIES IN WINTER. By Epwin J. STEVEN. ‘ A® unexpected pleasure that can transport one how not to dive overboard has found by this time to Heaven is surely a gift from the gods! a better angle and an easier entry into the cool depths. We also hope the young member of the crew who found the rounding of that austere headland, Ardnamurchan Point, too severe a test has found his sea-legs long ago. Why do we find it amusing when some of the crew fall victims to mal-de-mer ? It always does afford amusement to the more fortunate ones. Perhaps it is a sneaking relief that they themselves are not numbered with the fallen. Perhaps the young man shown on the screen has had his laugh by this time, too. What matter if we do have to return to earth again all too soon! The vision has been well worth while, and leaves something rich and fragrant in our memories. The truth of these thoughts appealed very much to the writer after he had viewed the cinematograph film shown to the members of the Clyde Cruising Club by the Hon. J. P. Maclay, M.P., at a recent club meeting held in Glasgow. One of the members, an old model yachtsman and keen sailor, having kindly invited the writer to be present. The film, which was remarkable for its sharpness of detail and clear atmosphere, depicted » yachting cruise on the Clyde and west coast of Scotland, and was a thing of great beauty and a sheer joy to behold. It had the power of completely transporting one from Winter into Summer, and from the applause which greeted a beautiful actionpicture taken from the stern of the yacht on the lee side when the boat was having a hard slam to windward, with spray flying and water foaming through the lee scuppers, the writer realized others beside himself had been transported also, and they too were hearing the wind whistle through the shrouds and saw the wire taut sheets tremble, and perhaps unconsciously licked salt spray from their lips. That picture was surely a thing alive to make the blood quicken and make one instinctively look aloft to see that all was well and each sail drawing to the best advantage. We had glimpses of sunlit waters on the Clyde with a famous “ six-metre ’ showing her paces—a boat that has helped to make yachting history on the Clyde and also in American waters. To see her spin round when coming about makes the model devotee -a little envious. The views of the Crinan Canal must have revived fond memories amongst the “ old hands ”’ who have unforgettable mental pictures of the old ‘* Linnet ” heyday, gently making her way to Crinan on the Sound of Jura to be met on her arrival there by brightly coloured four-in-hand coaches, driven by gallant lads resplendent in tall hats and crimson coats. Of the Loch Fyne fisherman, too—what of him and what of his sturdy boat with its red-brown sail ? Did he and his skiff not add colour to these days too? We miss that picture of the Herring Fleet coming out of Tarbert Harbour with the western sun low on the horizon lighting up the brown sails as they set in the direction of Kilbrannan Sound in search of the illusive herring. Real men, good men, real boats and good boats too. There were real touches of humour in the film, too, and we hope the young lady who showed us What man—and particularly a cruising man— could sit unmoved as these pictures took us up through the tide-rips of Kylerea, off Glenelg, into beautiful Loch Duich, and then on to the Isle of Skye with her wonderful and mysterious Coolin Hills ? These pictures compare and rival any professional work, and Mr. Maclay is to be congratulated on his achievement. He did indeed transport us to bays and lochs where the yachtsman drops his anchor after a hard day’s sailing, and prepares: his evening meal. With all made snug for the night, and the tired but contented crew gather round with pipes aglow for a yarn before turning in. So we must leave them now: the riding light burns steadily, and all is silent save for the occasional sigh of the boat as she lifts gently to the swell, and the oyster-catcher sends its plaintive call across the water, while a grey gull wings his silent way into the night. Yes, indeed, ‘‘Summer Skies in Winter.” We are deeply indebted to Mr. Maclay for the magic of his pictures, and for giving us a vision of sunlit seas, a taste of salt spray, and the scent of seatangle—glorious views of our wonderful cruising waters. No wonder we Clyde men think our country the most beautiful in the world, and the Clyde boats and Clyde sailors second to none. | am sure that film and these pictures helped many of us to feel that Winter wasn’t so long or so drear, after all. SO SAY WE ALL! “You are old, Father Noah,” the young man said, ‘And your whiskers stream out in the breeze, And yet you incessantly sail a wee yacht: Pray, what do you mean, if you please ? ” “From my youth,” said the Sage, “‘ I have followed the sport That I hold to be noblest of all; It is better to study the way of a ship Than to run about hitting a ball!” JOHNA. 4 The Model Yachtsman April 1982 A MODEL YACHSTMAN’S DREAM SHIP. By Jonn A. STEwaRT. Rooks and articles on the designing of yachts, and of model yachts, usually emphasize the importance of securing balance or of avoiding all steering tendency in the hull. But few, if any, . explain in simple language understandable by the uninitiated how this desirable balance is to be ence, was attracted by the articles in the Model Engineer, and he worked out the shelves from the lines of several yachts which he had owned at various – times. model yachtsman, Engineer Captain A. Turner, R.N., who, in a series of articles in the Model Engineer and later in the columns of the American journal Yachting, was the first to point out the importance of the metacentric shelf. It does appear reasonable to suppose that this shelf is the fulerum of the long lever of the sails and the shorter lever of the keel; and it is certain that if the shelf twists across the boat in the process of heeling something is going to happen. Griping or bearing away may be corrected by the steersman of a yacht, but any steering tendency in the hull is fatal to the model. The known behaviour of the yachts was in each case explained by the nature of the metacentric shelf. attained. It was a Mr. F. J. Welch, a cruising yachtsman of experi- Mr. Welch then decided to design a small cruiser with the desired form of shelf. The design shows a shapely little 8-ton auxiliary cutter, 24 ft. waterline, 34 ft. overall, and 8 ft. 6 in. beam. ** Fidelis,’ as this little yacht is named, has proved to be docile and admirable in every way. The owner and his wife cruised last season on Clyde waters, with a holiday cruise to Skye and round the Mull of Cantyre. Mrs. Welch had no difficulty in steering the yacht under all conditions of wind and sea encountered during the cruises. Some other cruisers of about the same tonnage had been more than a handful for a strong man in hard going. * Fidelis,” which was built by Hugh MacLean & Sons at Glasgow, is full cutter rigged with bowsprit, the sail area being about 585 square feet. A Glasgow model yachtsman, not in his first youth, who hopes to own a similar ideal cruiser when his ship comes home, has a strong preference for the Bermudan sloop rig of the smallest practicable area. For reasons which need not ke particularised, it is desirable that his cruiser should be as far as possible fool-proof. Mr. Welch supplied the lines of ** Fidelis” and Mr. John M. James of Alfred Mylne & Co. kindly worked out a short Bermudan rig and made a tracing of the lines for reproduction. The lines of * Fidelis” are here given, also the Bermudan sloop rig for the same hull. Quite an attractive little model could be made from the lines, and 1-in. scale blue prints are obtainable. The accommodation of the yacht, it may be remarked, consists of a comfortable cabin with full headroom, a lavatory compartment, and a forecastle with cots for two. There is room for an auxiliary engine between the cabin and the cockpit, and one is installed in ** Fidelis.” This is about the smallest size of yacht that can provide comfortable quarters for three people or four at a pinch, and at the same time be seaworthy enough to cruise on open waters where the winds blow strong. The system of balancing a design about the meta- centric shelf undoubtedly produces a very well balanced boat whether in the model or full-sized craft. Next month we are to have the pleasure of publishing the lines of a highly successful A-class model yacht which ‘“RIDELIS”’ under her gaff-mainsail rig. was designed on this principle.—Editor, The M.Y. Se ASF A poeqyuatA‘sgd“n,N *XO{Fr usrOoyn‘iladA2qo0y9[ePRpapjUJltgi®zwdODs”k“M¢SoEL‘ruvebq SITAGCIA;, ‘suoy-8—, April 1982 And Marine Model Magazine. EAN The Model Yachtsman = —— “FIDELIS,” ss (8-tons) aa Bermudian Sloop. Rig designed for her by J. M. JAMEs. (See Article on page 4). April 1932 “l April 1932 And Marine Model Magazine. BUILDING A WORKING MODEL OF THE TURBO-ELECTRIC LINER “MONARCH OF BERMUDA.” By ATLANTIC. , peeenin with the January, March and present issues of THE MODEL YACHTSMAN AND MARINE MODEL MAGAZINE, the model The wood must first be planed exact to the required thickness—i.e., 1 in. for all layers except the bottom one, which is 1} in. All layers will be 8 ins. wide builder is in the position to build a model of this handsome vessel that will give great satisfaction in or a little more to allow for cutting. use. pieces and the section lines put in at the requisite places at exact right angles to it. The first section Unless the builder is a very skilled sheet-metal worker, the writer would strongly recommend him to make the hull of the model by the bread-andbutter method. The first step will be to enlarge the lines to whatever size is selected. For the purpose of this article it is assumed that the model isto bc 45 inches overall, or four times the size of the lines published in the March issue of this magazine. The method of enlarging the lines was clearly explained in a series of articles on the construction of Wooden Hulls for Model Power Boats published in the last volume of this magazine. Careful examination of the plans is now necessary to determine the exact method of building, and to a certain extent this will depend on the method of propulsion that is to be employed. If an electric plant is being used, it will be sufficient to make the A line is carefully struck down the centre of the is 33 ins. from bow and the others spaced 3? ins. The centreline and section lines are then carefully squared right round the wood. The upper face of the layers is then marked out for cutting. As in the after part of the vessel the five layers below the top one each have their lower faces larger than the upper one, in this part of the vessel it will be neces- sary to allow for this tumble-home when cutting the layers. The top face will, therefore, have to be marked at the after end, not only with its own outline, but also that of the lower face, and the cut will have to be taken outside this. The piece to be sawn out of the middle of each layer will next have to be marked out. At the sides this can be left 3 in. full thickness and at the flare of the bow and across the stern ? in. At the upper part of the stem it is advisable to leave 1} ins. and quite 3 ins. at tops of the houses lift off complete with funnels, the lower part of it. but if a steam plant is being used it will be better to make the top of the model lift off at the sun deck. this distance inside the smaller of the two waterlines that the layer has for its faces, whether it is the The hull for the electrically driven model is the upper or lower at the particular part in question. This inner line must be drawn easier job, however, as the entire hull, including Leave about 4 ins. for the joint on the stern of the upper works, can be of wood ; whereas for the steam- bottom layers. driven model metal will be best for the upper works, Having got all the layers marked out, the wood must be cut out } in. outside the outer lines and and moreover provision should. be made for insulat- ing the hull itself from the heat of the lamp and boiler. It will be assumed for the purpose of the present article that the latter is the case. The material used for the hull will be good quality white pine free from knots and shakes. If, however, a piece has a knot in it, it can be used for one of the upper layers, the centre of which is going to be cut out. We shall accordingly require a piece 31 ins. long for the layer which has its top face as the sun deck. It should be noted that this layer like those below it must be 1 in. thick as the full thickness is needed at the fore end. The layer for A deck will have to be cut from a piece of wood 37 ins. long and the end will have to be built up by the addition of a small piece of }-in. wood forward of the layer above it. The B deck layer will be 44 ins. long and will have to be similarly built up at the fore end. For the next four layers wood the full 45 ins. long will have to be used, but the bottom layer can be cut from a piece 423 ins. long by 12 ins. thick. All the other layers having been cut from 1-in. wood, it may happen that the correct thickness is not available for the bottom layer. In that case a piece of wood + in. thick can be glued to its upper face before it is marked out and cut. 4 in. inside the inner ones. It can be taken to a steam band sawyer to be done or cut at home with a bow-saw or compass-saw. The layers must now be prepared for glueing-upThe first thing is to trim the larger face down sharp to the line, using a keen paring chisel and glass-paper wrapped round a piece of wood. When all the outsides have been attended to, the inside must be dealt with. At the sides run a groove round { in. outside the pencil line that marks the inside. This will reduce the thickness of wood on the glued joint to } in. at sides and } in. at ends. Leave the joint between the bottom layers as it is, however. Finally complete the centreline and section lines where they have been cut away on the edges of the layers. These lines are most important, as they are used to line up the layers, and if inaccurate will throw the whole hull out of truth. The layers can now be glued together. For this purpose a good brand of casein waterproof and heatproof glue must be used. ‘ Test”? Brand can be thoroughly recommended. Mix up enough glue to coat the surfaces of the two bottom layers (i.e., one surface on each layer). The glue should be mixed to a thick cream and allowed to stand 8 The Model Yachtsman 20 minutes or so before use. Coat the two surfaces thoroughly and put the two layers together, using the centreline and secticn lines as guides. Great care must be used in getting these lines to register exactly. Having done this take about half a dozen 13-in. iron wood screws and screw the two layers firmly together, the upper layer being on top of the lower one so that eventually the screw holes will not show. Set the two layers aside and allow them about 24 hours to dry thoroughly. After this remove the screws, and proceed to glue up the next higher layer on. The screws are, of course, only for the purpose of clamping the two parts together while the glue is setting. Only the layers up to C deck should be glued up at first. When the layers have been glued up and are set, the outside of the hull can be shaped up. A suitable plane will be found the best to get the worst of the wood off the sides, but chisel and gouge will also come into play. When the hull is down to about 4; in. from the lines as indicated by the waterlines, the rest is taken off with glass-paper. Coarse glasspaper is used at first and gradually finer until the hull is finally smoothed up. During this fairing the glass-paper should be wrapped round a stick. The rubbing is done diagonally across the grain of the April 1932 wood, except the final rubbing with the smooth paper which is done with the grain. In shaping, a saw-cut can be taken each side for the dead wood next the A-bracket at the stern, but care must be taken not to go too deep with this. During shaping, cardboard external templates (made to the sections) should be used continually to test progress. As the work progresses, the hull should be looked at from all angles to make sure that there are no lumps, flats or hollows in it. When it is finished, the next step will be to hollow out the hull up to this point, leaving enough across the stern to rest the next layer on. The next layer is then glued on and trimmed up. In the case of this layer, which has B deck as its upper face the inside is cut out forward and aft. For the after part of B deck the sheer will have to be cut 4 in. lower than shown on plans to allow for the thickness of the deck. Before putting the deck or next layer on, the ends of the boat must receive three good coats of boat varnish. Rylard, an all-British product, can be thoroughly recommended. The first of these coats should be half turpentine to make it penetrate well into the wood. (To be continued). CORRESPONDENCE. DISPLACEMENT. Sir, The statement by “ Yardstick” that a vessel displaces a body of water equal in weight to her own weight, is no doubt a profound axiomatic truth. But when we come to think, it is evident that the statement is based on the assumption that the water is there to be displaced. Consider the case of the club measurer who has to find the L.W.L. of a model weighing, say, 50 lbs., and who has only 40 Ibs. of water to float the model in. Being of an ingenious turn of mind, the measurer succeeds. Perhaps Mr. A. C. Davison, or some other scientific reader, will explain how this can be done. I understand it is a fact that the heavy lanterns in lighthouses float and revolve in a comparatively light weight of mercury. Similarly, I suppose that a rectangular vessel might be floated into a rectangular dock, with a bare clearance all round when the gates are shut, and it would continue to float in less than its own weight of water. In these days of Relativity and Professor Onestone, it is permissible to doubt anything; and I sometimes wonder if my model yacht is sailing over the waters or the waters moving under the model. Yours, SIMPLE SIMON. Somebody seems to be pulling our leg.—Editor, THE M.Y. ‘“PRINCE CHARMING,” (Sam. O. Berge), winner of Swedish 0°60 Sq. Metre Cham- pionship 1931 and many other Prizes. April 1932 And Marine Model Magazine. THE SHETLAND SIXERN. 9 By ARTHUR JOHNSTON. In this article Mr. Arthur Johnston, himself a Shetlander, gives some little idea of the historical interest of these boats, though it is obviously impossible in the space of a magazine article to trace their long descent from the Norse Long-ships from which the type originated. The Sixern is very rapidly dying out, as no new boals are being built, and as boats are replaced, their place is being taken by up-to-date motor craft. As the lines and details of fittings were never put on paper but handed from father to son by generations of boat-builders, this article is a most valuable addition to the records of our Coastal Craft and local types. soe yachtsmen, especially yachting centres, have those of Southern ever tasted the joys and sorrows of a trip to the most Northerly islands in Great Britain. To many of them, no doubt, the name “Shetland” conjures up a few barren sea-swept rocks populated by ponies, instead of a fairly prosperous land possessing a peculiar wild beauty, and a native grandeur not even equalled by the Cornish Coast, and surpassed only by the fjords of Norway. Around its shores are many bays and long sounds, perfect havens in which to let go anchor in safety, even during the wildest of storms. However, it is not the beauty of Shetland of which I wish to write, but the Shetland Sixern, which is represented as the emblem on the Burgee of the Thule Model Yacht Club. This type of boat is with few exceptions the only type of small craft to be found in these waters, and is the direct descendant of the Viking ship, as can be seen from the plans on pages 10—12. The Shetland Sixern. or Haaf Boat, is a six-oar, double-ended, open boat, clincher built, with raked and curved stems. Till about thirty to fifty years ago, boats of this type of about 18 to 20 ft. of keel, and from 25 to 30 ft. length over-all, were commonly used for fishing purposes, and up to the middle of last century the sixern was the only type of deep sea fishing craft in use in Shetland. These craft were entirely without decks of any sort, and had an average beam of about 8 to 9 ft. and an almost was carried, or stowed. The kannie, or hurrik, or cockpit (to use the more modern name) was where the skipper or steersman sat. The Sixern was rigged with a square sail, as of Viking days, fastened to the yard by rovings and having reef points, as shown in diagram, The sail was hoisted by a single halliard attached to the yard, and running through a sheave in the mast, and was held in position by a turn taken round the cleat at the foot of the mast. This other end was also attached to the yard, constituting an endless rope, thus forming the down-haul and halliard combined. There was a bowline on the foreleech of the sail, and the sheet hooked on to the lee gun-wale. When using the sail to windward, it is necessary to lower and pass it forward round the mast and reset again whenever a change of tack is made. The original boat has been shorn of much of its exaggerated sheer, both fore and aft, but the lines have been wonderfully preserved. To this day these boats are built in the same manner, with the same essential fittings and details as were the old uniform depth inside of 2} to 23 ft. The boat was divided into six compartments, viz., fore head, fore room, mid room or ballast room, aust or owse room, shot or wade room, kannie or hurrik. The fore head was used for stowing the sail, together with the bouws (floats or buoys), burops (buoy ropes), and tows (fishing lines), and bread box when not in use. In the fore room one found the blaand keg, while the ballast, which consisted of selected beach stones, was placed in the mid room or ballast room. It was customary, if weather permitted, to have a fire kettle in this room, in order to have a hot meal once in a while. The aust room or owse room was always kept clear to enable free movement to owse or bail. The shot or wade room was double the size of the aust room, and formed a sort of hold in which the fish A fleet of Shetland Boats. 10 ~The Model Yachtsman April 1932 LINES OF A SHETLAND SIXERN. Taken off a Boat built by John Shewan, Lerwick. | | Drawn by ARTHUR JOHNSTON. \ —”T ee ee eat Pe ez _ eee ae & SS En r Lg eee 6 iii = — a ee oan 5 ————f Construction Plan and full Detail Drawings will appear in the May issue of THE MODEL YACHTSMAN AND MARINE MODEL MAGAZINE. fe“ — ‘April 1932 And Marine Model Magazine. 11 (continued from page 9). Norse galleys of hundreds of years ago. So conservative were the builders that until recent years the idea of designing one of the crafts on paper was a nova res, highly distasteful to the older builders who pride themselves on their ability to judge things by the look of the eye. The planking was mostly of Norwegian fir, and at one time the planking, etc., all came from Nor- way ready to assemble, and not until about c. 1800 did the local builders commence to build for them- selves. The planking is wide, and boats have been built with only four strakes aside. A more usual number, however, is six or seven. The frames were cut from hard wood, such as beech, oak, etc., of a bee age natural bend, being placed in position after the planking was set up and spaced. The boats are lightly timbered, there being only 6 to 8 frames a side. A Shetland Boat in a fresh breeze and smooth sea. When ready for launching, the boats were either coated with a mixture of tar and oil, the oil being added to give the vessel a brighter and gayer appearance, or else painted. To the stranger nothing might seem so unsafe and frail in a heavy sea as those little open boats, and it is a commonplace remark that “it takes a Shetlander to handle a Shetland boat.” These boats are ticklish to handle, but considering all things, there are not many boats of so small dis- placement which go to sea and keep afloat in such storms as in winter sweep these Northern seas. In these cockleshells, a crew of six would row, as frequently as sail, the land down. This was done even in very dirty weather and with unfavourable winds, and was quite common to sail from 10 to 20 hours on one tack. 12 , Thax Model. Yachtenus The “ Haaf”’ (fishing ground) being 30 to 50 miles from land, the fishermen endeavoured to leave their station in the early morning of one day, so as to be able to return in the course of the day following. On reaching their fishing ground they set their “tows ”’ (fishing lines fitted with ling hooks). Forty to fifty fathoms of tows constitute a ‘ bught,’’ and each bught was fitted with from 9 to 14 hooks. It is usual to call 20 bught a “ packie,” and the whole of the packies carried by a boat was a “ fleet of tows.” Attached is about 1,200 hooks, extending to a distance of about 6,000 fathoms. The depth at which ling are fished varies from 50 10 100 fathoms. If the weather is moderate, a crew did not need to be detained at the Haaf more than a day and a half, but too often a gale came on—the men were reluctant to cut their lines, and the most dreadful consequences ensued, as in the case of 1881, when no fewer than 58 men were lost in a single night. On leaving the grounds the did all the steering without relief, and it wonder that the journey to and fro was with many dangers, and that from time quite a few crews perished. skipper is little fraught to time April 1932 When flying before a storm, a man—known as the ‘‘ towman ”’—had continually to stand by the halyard, as it was never made fast, only a single turn being taken round the cleat on the mast, the end being held in the hand. The lives of the crew depended on the towman, for when working in the angry gusts of the heavy ground swells from the Atlantic, which are a feature of the sea around Shetland, the sail had to be lowered (by using the down-haul) halfway each time the boat rushed down into the trough of a dangerous sea, and hoisted once more as the boat ascended the next wave. Similarly, another man stood continually at the bowline made fast to an eye in the clue of the sail, thence through an eye at the stem head leading to the fore thwart and pulled tight when on wind. His duty was to slack away when a curler appeared on the weather bow. The method of rigging the bowline can be clearly seen in the sailplan given below, the fall leading back from the eye in the stemhead to the forward. thwart. (To be continued). — ej feet ulh.. That — Bur SAIL PLAN OF SHETLAND SIXERN drawn by Arthur Johnston. Note the row of reef-points across the head of the sail. April 1932 And Marine Model Magazine. Jose eS a Nes Py Many NSA ae ai NU Se 13 RES, ~ Sx —<———=$ ase== SSF. Ss ~ aeor Edited by A. C. DAVIDSON, A.M.I.C.E. IN THE MIDLANDS. “ Ling” Cup, Mr. A. Ketter the ‘‘ Preston Jones ” and Mr. T. H. Ratcliffe the “ Jenkyns ” Trophy. VW. eA. Cup, = "er 20 BEDFORD M.Y.C.—On Sunday, March 6, about members visited of the Bedford. Cambridge They chose M.Y. an & ideal P.B.C. day; a AAn A strong west wind combined with a warm sun made sailing most excellent. Improvised races were arranged by the two Commodores, and by 11 a.m. all the boats were under way and sailed continuously until lunch. This was obtained at the “ Silver NORTHERN Grill,” Bedford, and after some short speeches sailing was resumed. Showery weather and a very variable wind, however, rather spoilt our sport for the afternoon. FLEETWOOD M.Y.&P.B.C.—The racing committee seen, especially The Cam- bridge Club departed at 5.30 p.m. intent on getting Evening Play Centre. August 6.—Turner Cup for 24” boats. Sept. 10.—Forresters’ Shield for 36” and It should be noted that 24” boats have been restricted to 6?” beam and 43 lbs. weight. All the foregoing are local events. there sheet and annual report were presented by the Hon. Secretary and Treasurer, Mr. W. H. Allen, and as heretofore was a most satisfactory indication of the club’s vitality. The report showed that continuous progress is being made. There was no change from last year in the list of officers and committee. The cups and prizes won during last season were presented by Mrs. Ivy Britt, whose interest in the sport of model yachting is well known to the visitors at Alvaston Lake. Nun Street School took the Club Cup, Mr. T. Spendlove won the The only open events so far arranged are the National 6-metre The balance The Club has an up-to-date fleet of 10-rater models, all built by members, and several are boys of twelve to fourteen years of age. Restricted Class. DERBY M.Y.C.—The Club’s annual general meeting was held at Harrington Hotel, Alvaston, on Friday, February 26. The Commodore, the chair, the gramme as follows :— G. W. Royle, Esq., has ex- in for July 23.—Wood’s Cup for 36” boats built at the pended on members of the Town Council, and a great deal of thanks is due to him. B. W. G. was events Junior Section have therefore arranged their pro- The Secretary of the Bedford M.Y.C. announces that the Club hopes to be comfortably settled in a new boathouse by this summer. This is largely Spendlove, following This programme leaves open all the school holidays for the Juniors, and the committee of the a larger piece of water somehow. Mr. T. the for 10-Raters. May 9.—Mather-Richardson Cup for 10-Raters. June 4.—Seniors 36” Restricted Class. July 9.—Lever Cup for non-classified boats. Sept. 3.—Beesley Cup for A-class boats. Tea, followed by more speeches and a short conference, at the “ White Horse’? Inn, Bedford, was a good attendance of members. fixed April 9.—Elimination Races for Manchester Cup by the 36” Restricted Yachts, a type of yacht which.suits most admirably the Cambridge lake or ‘* puddle,” as they call it. owing to the energy have coming season :— During the day some very good performances were wound up a very enjoyable day’s sport. ENGLAND. Championship on September 24 and the Fleetwood Chamber of Trade’s Trophy (date still undecided). T. MoG. WORKINGTON MODEL YACHT CLUB.—The ‘ first annual meeting of the above was held in the Dent Hall, Mr. W. Sheppard presiding. Mr. Shep- pard said that when the Harrington Club finished in 1930 after the reservoir at Harrington had been drained, they had to find out who owned the Barepot Reservoir, and permission was obtained from the owners, the St. Helen’s Colliery Co., to use the pond so long as they did not put anything in it and did not get drowned. They had had a very good season with some fine racing, which he thought the spectators had enjoyed. Financially, they had had a 4 The Model Yachtsman good year and had a little money in hand for what he might call the ** National Debt.” In the absence of the Treasurer, the balance sheet was presented by the Secretary, Mr. T. H. Routledge. Mr. G. Crelling, one of the auditors, said that he found everything in apple-pie order and that they were in a very good position. The Secretary said that during the season they had carried out 25 races very successfully. Mr. D. Lorraine, of Luton, was asked to continue as president, and Mr. G. Corrie, of Northside, as vice-president. Mr. G. Crelling, of Corporation Road, was elected treasurer, and the Chairman and Secretary were re-appointed. The members agreed for the first day’s racing to be on Easter Monday, and as prizes had been promised for that day it was decided that entrance fees should go to the club funds. It was also decided that as at times there was some difficulty in members turning their boats at the opposite side of the reservoir during races, four honorary non-sailing members—Messrs. Nutter, Nelson, Hewitt and McConnell—were appointed to turn the boats. The objects of the club are to encourage the building and sailing of model yachts in Workington and district surrounding. Al! donations, subscriptions and entrance fees shall be devoted to providing prizes for the racing of yachts in their several classes, and to the necessary expenses of the club. [We wish this newly formed club every success in carrying out its most laudable objects, and congratulate it on having made so good a start.—Ed., The M.Y.]| April 19382 A-class Championship Cup (presented by Mr. T. Arno): (1) Mr. A. Boniface ; (2) Mr. F. Borkett. In thanking the Deputy-Mayor for his presence, Colonel W. A. Sparrow said that almost from the beginning of the Club Lieut-Colonel Gynne had taken the keenest interest in its activities, and now that he was released from his official duties they hoped to see him an active sailing member of the club, so that next year he might be among the prize-winners. Colonel Sparrow added that the club had had a very successful season, and they were looking forward with great enthusiasm to the coming season. There had been a steady growth in the membership, and the club had a flourishing Junior Section and they hoped to develop that section still further. * MONTHLY April 16. ,, 23. 30. * * + *K * CALENDAR OF EVENTS. Scutton Consolation Cup, M.Y.A. (10Rater) ... hoe At Forest Gate. Sir Daniel Keymer’s Cup, Forest Gate MYO & At Forest Gate. Knight Cup, Forest Gate M.Y.C. At Forest Gate. [As we think it would be of service all round, we have made a start above with the information already to hand, and if Club Secretaries would send us a note of their open or important events to reach us not later than the 14th of the preceding month, we would be pleased to insert them.—Ed., The M.Y.) FORTHCOMING FEATURES. Next month we publish the complete design of one of the most successful A-class models. This is a design that we can thoroughly recommend any- SOUTH COAST NEWS. one to build to. EASTBOURNE M.Y.C. Speaking in his capacity as president of the above, at the annual prize-giving and concert, the Deputy-Mayor (Colonel R. Gynne), said that he was looking forward to becoming an active member of the club during the coming season—a remark ‘which aroused the enthusiasm of the members. During an interval in the musical programme, the president distributed the prizes as follows :— A-class.—Highest aggregate Cup (presented by Mr. G. Bates): Mr. A. Boniface. Highest average : (1) Mr. A. Boniface; F. Borkett. (2) Mr. G. Veness; by Mr. G. Bates): Mr. W. Fillery. (1) Mr. H. J. Payne; We have now in course of preparation an article on Steering Gears, Deck Fittings—Making and . Correct Arrangement on Deck. NORFOLK BROADS HOLIDAYS. (3) Mr. Ten-Raters.—Highest aggregate Cup (presented age: We are also promised a new 6-metres design which should be very good as it is by one of our most prominent model designers. A new 10-rater design is promised us in two or three months time—a boat more extreme than anything yet seen in the class. Highest aver- (2) Mr. W. Fillery; (3) Mr. A. Pelling. A-class.—Club Championship (cup presented by Mr. T. Arno): (1) Mr. A. Boniface; (2) Mr. F. Borkett. Junior Cup (presented by Mrs. Leslie Harries): (1) Master T. Bond: (2) Master Stewart Payne. FOR HIRE. Double Cabin Yacht, ,* Piyari,’ 6-tons, privately Designed W. J. Daniels, lay-out by owned. H. B. Tucker. Finest accommodation of any boat of her size in district. 32 feet overall. Excellently fitted. 7 h.p. auxiliary. Good skipper, ready to Highly instruct beginners in the art of sailing. Further parReasonable terms. recommended. ‘ticulars apply to Thetford, Riverside Bungalows, Thorpe St. Andrew, near Norwich.—Advert. April Advertisements 1 And Marine Model Magazine. 1932 OUR LIBRARY BOOKSHELF Title Page and Index, Vols. I, If or III, Price 6d.. post free. with Title Page and Index. Also Binding Cases Price 1/6 post free. Binding, Vols. I, I, III or IV, (including Case, Title Page and Index), 6 -, post free Bound Volumes. have been exhausted. 15/6 each, post free. Last two copie’ of Vol. II, Vol. IV, 12/6 each, post free. Back Numbers. Vol. I, Nos. 1 and 2, 1 -; Nos. 1] and 12, 1/-. Vol. Il, No. 1, 1/-; Nos. 2—-5, 6d ; No. 6. 2/6; Nos. 7—11, 6d,; No. 12, 1/6. Vol. III, Nos. 1—3, 6d.; No. 6, 9d.; Nos. 7—12, 6d. Other numbers out of print. Readers having copies of out of print numbers are invited to return same for credit, 1/6 per copy. No other returns can be taken from either trade or private readers more than six weeks from date of issue. All contributions and |léditorial communications should be addressed to The Editor, and must contain name and address of sender. When a nom de plume is adopted, name and address must the correct be enclosed for our satis- faction. 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Book a copy now—will be ready in next few Binding Cases, Vols. I, II or III complete only, Vol. IV. Model Sailing Craft HOUSE, GT. PULTENEY STREET, LONDON, W.1, Model Power Boats. ... ee 1/6 (New IJidition). By Edward W. Hobbs, a.t.n.a. ... Ship Model-making. Decorative Vol. I. (\IcCann). (Barbary Ships. 6/Pirate Felucca and Spanish Treasure Galleon). Vol. I]. Clipper Ships,‘The Sovereign of the Seas.’ (Should be in the library of every Clipper Ship Modeller). Vol.I1IT. U.S. Frigate “Constitution.” (Contains a mine of information for Ship-of-War Modellers). 12/- per volume.* Ship Model Builder's Assistant. By Chas. G. Davis. Rt Masting and Rigging. By Robt. Kipping. a Sails and Sailmaking. By Robt. Kipping. 226" (Reprint). mol we (Reprint). th £5 5/- 6/- The above are reprints of contemporary books and invaluable to Square Rig Modellers. From Carrack to Clipper. By I. C. Bowen. es he 0 DBAS (Contains a splendid collection of photographs of Models of all periods). *Prices of American publications liable to fluctuation in accordance with the rate of exchange. Please add 8d. postage to all books not over 6/- in price, and 6d. postage for larger books. loreign Postages extra. Books not on above list obtained to order. THE MODEL YACHTSMAN, GOLDEN HOUSE, GT. PULTENEY STREET, LONDON. W.1. April 1932 The Model Yachtsman. Advertisments 1i BLUE PRINTS OF DESIGNS Model Yachts. Model Yachting Association April 16th. A-Class. Scrutton Consolation Cup “Courtesy,” by A. W. Littlejohn. “Mussolini,” by Sam O. Berge, (Norway). *Onward,” by Reg. W. Lance. **Mavis,’’ by Herbert Almond. **Chloe,” (Modei Yachtsman Design). (10-raters). At 3-0 p.m.,on Forest Gate M.Y. Lake Unlimited 6-Metres. Entry 0.0.D.: “Kalulu,” by Jonn Morton James. MR. to H. those G. eligible. HOWARD. “Gudrun Elvira,” by Sam O. Berge. **Progress,” by Rey. W. Lance. FOR SALE. 10-Rater. “Flying Spray,” by A. W. Littlejohn. Score Cards and Books Note. “Onward,” “Progress,” “Chloe” and “Flying Spray’’ are fin-and-skeg and the Prices on application. others full-keel boats. Flalf-size Blue Prints of any of the above, 12/6 post free. 36" Restricted Class. “Babette.” by W.J. Daniels. Full keel. Specially designed for us. — Full-size Plans, 2/6 C. N. FORGE, Hon. Secretary, post free. 151, Lichfield Grove, london, N.38 30" L.O.A. Model. “Atalanta,” adapted from well-known ‘‘Frolic’’ design. 66 post free. J. G. Feltwell’s Full-size Plans, City of Birmingham M.LY.C. Prototype Scale Models. “Lightning.” (Clipper Ship~ by Dick Deadeye. free. Donald McKay), Scale lin. = 8ft. 8/6 post Mounts Bay (Penzance) Lugger. Plans of typical boat. Scale lin. = Ift. 66 post free. 1-Metre Racing Hydroplane. Hull design by Reg. W. Sections full-size, 4/6 post Petrol Racing Engine. Under 30c.c. Skingley. for metre hydroplanes by J. Full-size design, 3/6 post free THE MODEL YACHTSMAN, GOLDEN HOUSE, GT. PULTENEY STREET, LONDON, W.1. ‘OPEN EVENT for B. 10 Raters. To be sailed on the Club’s Waters, SALFORD Cross-Channel Steamer. “Maid of Rutland.” Design and Arrangement Plans. Full-size for 1-metre model, 8/6 post free. ‘Flying Fish.” Lance. Half-size, free. McDonald Trophy PARK, ASTON, BIRMINGHAM, Saturday and Whit-Monday, May l4th and 16th, 1932 Full particulars and Entry Forms upon application to Secretary: C. E. LEMON, 33, Jaffray Road, Erdington, Birmingham. Oi HE February general meeting of the Scottish Model Yacht Association has taken place in the interval since our last issue. Representatives were present from 16 clubs. We had the honour of presiding over an harmonious and useful meeting, and from all we were able to gather the clubs in general are full of vim and ready for a strenuous season. Mr. T. Arnould, Inverleith, Vice-Commodore of the Association, notified his intention not to seek re-election owing to ill health, which has prevented him giving active attention for some time. His resignation was regretfully accepted with an expression of thanks for his past services and the hope that he would soon regain his former good health. Mr. A. G. Whyte, also of Inverleith, was elected to the post vacated by his club-mate, and we anticipate substantial benefit from his experience and support. The Secretary’s annual report stated that there were no exceptional features in 1931 apart from the Civic Regatta. He trusted that this would be the forerunner of other similar events. The balance sheet disclosed a healthy financial position notwithstanding the difficult circumstances prevailing. Reference was made to the progress of A-class models, and the growing interest in this class in Scotland. The meeting endorsed the report and balance sheet with acclamation. Mr. Reid was re-elected Umpire and Mr. W. F. Ritchie, Queens Park, appointed Official Measurer. It was intimated that the Scottish Association would attain its semi-jubilee in 1933, and the suggestion made that this event should be suitably celebrated. All the delegates were agreed on this point, and no doubt some function or functions will eventuate in due course. We were pleased to discern from certain informal discussion that there is apparently a growing tendency among the clubs to reconsider the position in the matter of the suggested Anglo-Scottish amalgamation, and our opinion is that the idea is gathering favour. Meantime, we understand that one or two clubs are about to join the M.Y.A. individually. The West of Scotland Club held its annual general meeting recently, when the members paid us the compliment of re-election as Commodore. We much appreciate this confidence. Mr. E. J. Steven was appointed Vice-Commodore and Mr. Johnston Messrs. McGregor and Living- ston are the Measurers, and Mr. Rodrick remains as Secretary as a matter of course. The report and | wu AAMUME ATUL A Our Scottish Page Rear-Commodore. 15 And Marine Model Magazine. April 1982 balance sheet were submitted and found satisfactory. Intimation was made that the new Perth Club had requested the West of Scotland Club to take charge of their inaugurational regatta. Reference is made to this elsewhere. We had the pleasure of presenting the various trophies and prizes won during 1931 at a special meeting on February 20. Several new clubs are in course of formation, one in the Fair Isle, the lonely island halfway between Shetland and the Orkneys, where the ‘‘ Jumpers ” come from. Others are formulated at Kilmaurs, Ayrshire, and Saltcoats. All of which indicates a widespread and growing interest in our Sport. We wish them all success and hope eventually to receive their co-operation in the organized Association. Meantime, the Scottish Secretary will be pleased to give any information and render every assistance possible if requested. We are informed that some progress is being made at Stranraer and that about 20 members are sailing a fleet of 16 models. The boats are said to be somewhat mixed at present, but it is hoped to gradually replace them with the recognised metre class models. In common with several other clubs, they are finding difficulty regarding sailing waters. Efforts are under way to overcome this handicap and obtain a suitable venue. The inauguration of the new Perth Club and Pond will take place on Saturday, April 23, at the pond on the South Inch, at 3.30 p.m. The pond is to be formally opened by the Provost, and the West of Scotland Club will immediately thereafter conduct a regatta open to 6-metre 13 inch models. We understand that the Perth Club are issuing invitations to all the Scottish Clubs, and it is hoped to make the occasion a memorable demonstration. Desirable prizes are to be provided by the Civic authorities, and everything possible done for the entertainment and comfort of the visitors. We hope to act as O.0.D. with the assistance of the Scottish Secretary, and trust that as many representative competitors as can manage to attend will be present. The West of Scotland Club expect to send about a dozen models from Whiteinch. We are particularly anxious that everything in connection with this function shall run smoothly and competently, and confidently anticipate the competitors will give us their usual wholehearted support to thisend. The Perth authorities deserve our April 1932 The Model Yachtsman 16 utmost appreciation, and we have no doubt of the response on the part of our confreres. Intending competitors are requested to intimate their entries at the earliest possible moment. The club burgee is wLite with the green oak tree and the letters G.M.Y.C. in red. The Hon. Secretary is Mr. D. Thomson Wilson, 4, Octavia Street, Port Glasgow. J. A.S. With reference to the disclaimer from Mr. W. H. Smith in our February issue. The material comprised in the paragraph in question was communicated to us by a source in which we have every reason to place confidence. As it appears we have inadvertently been guilty of an inaccuracy, however, we wish to tender our apology to Mr. Smith, We have no desire to ascribe to him anything, however unimportant, that is not in accordance with fact. For the rest, we find his letter interesting and are fully in accord with him. Our interest in the Sport is universal, and we are ready at all times to give any assistance in our power to its further- ance. If Mr. Smith will communicate with us and indicate anything we can do to help our friends in Largs, we shall be delighted to respond. - GREENOCK MODEL YACHT OBITUARY. CAPTAIN FRED. J. HEALY. Model yachtsman in Scotland and London will learn with regret of the death of Captain Fred J. Healy, of the Clyde Shipping Co., which took place at his residence in Glasgow on 19th March. Capt. Healy was a member of the Scottish A-class and Queens Park Model Yacht Clubs, as well as of the Y.M. Owner’s Club at Surbiton ; and his models “Spider” and “Flame” were well known. A keenly CLUB. This club, as the ever-veracious Scottish Com- modore has pointed out, is of postdiluvian origin, and its authentic records go back to 1879. The burgee was adopted by the club at that date. The Secretary informs me that the tree represents the Green Oak tree from which the town takes its name. This tree grew in what is now the central part of the town, namely, the Square, where to this day the place where it grew is marked with a slab and a horseshoe cemented therein. Perhaps this may be called the local and popular etymology ; but these pesky fellows, the place-names experts, will not admit it. The name Greenock appears to be derived from grian, the sun, and the learned Dr. Joyee pointed out the Greenoge, which occurs in several places in Ireland, means the sunny little hill. Contrary to popular opinion, it is not always raining at Greenock, and good sport is enjoyed at the sailing waters on the sunny Cowdenknowes. CAPTAIN F. J. HEALY with Mr. J. A. Stewart’s ‘Ellora,’’ (12-m.) enthusiastic model yachtsman, and of a jovial and kindly nature, Capt. Healy was a popular figure at such races as him to attend. his seafaring profession allowed By his death at the early age of 48, the sport has lost an ardent and intelligent supporter. He leaves a widow and daughter Maybelle, who acted as his mate or even skipper in her father’s absence. When Capt. Healy visited the writer early in March he complained of a slight cold brought on by pro- longed exposure on the bridge of his ship; on 7th March he was laid up with influenza and hoped to be ready for duty in a few days; but twelve days later his ilmess had a fatal termination. April 1932 And Marine Model Magazine. 17 ASTIAR ARE DRAUGHT RESTRICTIONS NECESSARY one must measure displacement and sail area also. IN RATING RULES ? So long as the sail is there in sufficient quantity models, and find that with 6” draught they lie over flat in a breeze and simply sag off to leeward. to drive it, displacement is all to the good from the point of view of getting speed. If these two factors are unmeasured the boat becomes unduly heavy and over-canvassed. If one measures only displacement, it will automatically put a certain amount of check on sail area, and vice versa. The best rules are, however, a product of all three of these factors. By giving unlimited draught one gives additional stability which, up to a point, will make up for absence of Given displacement. Query :-— I am very grateful to you for your reply in your last number to my query as to the draught of model yachts. I can quite see now the many points it raises. I still think, however, that Rating Rules in model yachts should allow draught free to any amount. I am at present experimenting on 36” L.O.A. 10” draught, they stand up well up to a certain point. What I want is a model that will sail as fast as possible for her size and, of course, not go “ wild.” I should like to see both draught and sail area unrestricted. At present it seems with all the restrictions you cannot get a model to sail faster than a certain point except by perfect workmanship and hollowing out to the utmost limit. If you buy a model this means a costly boat. Another point that interests me is the form of section. At present I am building a 36” L.O.A. with no filling out in the garboard, the keel being, in fact, like a fixed centreboard with the lead embodied. The keel is wooden, and the lead is not in the form of a bulb. Real yachts with heavy lead keels must have support, but in a small model it seems to me there is a considerable amount of unnecessary wood in the hull at this point. It looks more pleasing out of the water, however. W. L. Reply :— Once again your queries raise many points, but as they are of general interest we will endeavour to answer them here. The crux of your first queries lies in the fact that you want a model * that will sail as fast as possible for her size.” Whatis the measure of size ? Actually there are three measurements that have to be considered as speed factors. The most important of these is length, the second displacement, and the third sail area. Now in consideration of length, if we take L.W.L. (as in the Length and Sail Area rule) we automatically get long overhangs. If, on the other hand, we take length overall, we get a boat that has no overhangs at all. What is needed is a measure of actual sailing length. Probably the best method of measuring this is by embodying the quarter beam measurement, as in-the A-class and Universal rules. But the LY.R.U. method of adding end taxes to the measured length is also good. Length measurements in themselves are not enough, however, and From your remarks as to the behaviour of your models, it would appear that either you are overcanvassed and asking the boats to do the impossible as regards sail area (see our reply last month), or you have too little displacement, or you have too much weight in the hull and tophamper in comparison with the amount of lead. When we mentioned 80 per cent. of lead in an A-class model, we should have qualified this by saying that it depended on the weight and size of the boat. Thus, a well-bvilt A-class model would have about 10 lbs. for the hull, spars and gear ; but some American boats are reputed to be as low as 7 Ibs. We do not think the latter figure can be attained without so reducing the hull that it is liable to get out of shape. On a 50-lb. A-class the 10 lbs. would give 80 per cent. of lead. On a smaller boat this cannot be done. You speak of 36” designs. Our “ Babette” is probably the nicest 36” model to date. Her weight is 93 Ibs., and the lead 6 lbs., which is under 66.66 per cent. There should be no very great difficulty in attaining these figures provided light wood is used. This is a most satisfactory design. A number have been built all over the country from our blue prints with great satisfaction to the owners. (See advertisement of Blue Prints.) As regards the cost of models, it is necessary to pay a high price for the best of anything. The price charged may look high, but one has to consider that the material-is a very minor part of the cost compared with the many hours of highly skilled labour. Now in your design with the angle in the garboards, you are not quite correct in your assumption that the filled-in garboard is a waste of wood. The angular type of garboard is correct technique on a boat of the sharpie type, but otherwise is an abomination. The reason for filling in the garboard is the gain in displacement it gives. By its use one can take part of the displacement down there and thus fine the hull lines. Is The Model Yachtsman We cannot go into this matter at length here owing to lack of space, but you ‘will find a very large section devoted to designing in Model Sailing Craft, the new volume in course of publication that is advertised in this magazine. It is obtainable from our offices. We may add that the chapters on building might also help to overcome your difficulties in getting a sufficient proportion of lead to displacement. Finally, we may add that there is no need for excessive draught, and when considering whether a boat is fast or not “for her size,” it must first of all be decided what is meant by size, as the only true criterion of speed is when a boat is tried against another built to the same rating rule. WHY IS THE BERMUDA RIG MORE EFFICIENT THAN A GAFF SAIL ? Query :— I have just completed a new sharpie to the M.Y. “Star Jnr.” design you published in April, May and June, 1929, and have made a gaff-sail and a Bermuda sail for her. I propose testing the two sails on the boat over a series of sailings. At present there seems to be very little to choose between the two rigs. I would, however, like to hear an expert opinion on this point. Tam a regular reader of THE MODEL Y ACHTSWA Mand have been for a considerable time. Wishing Wur interesting paper every success— (Miss) D. J. Reply :— It will be very difficult to make a comparison of the two rigs, because you are not sailing them at the same moment. Every boat looks to be sailing well when she is sailing on her own. The real method of getting a true result would be to have two identical hulls and race them with the different rigs alternately. April 19382 when close hauled the head of the gaff sail swings off, and there is no means of keeping it inboard, the Bermuda does not suffer from this disability. The head of a gaff-sail is, therefore, at a broader angle to the wind than the foot, and if the sail is trimmed so that the foot of the sail is right, the head is too far off, but if the sail is trimmed so that the head is right, then the foot is too flat. The second reason is that area for area the Centre of Effort of the Bermuda is higher than that of the gaff-sail. The third reason is that it has repeatedly been proved that the luff is the most efficient part of the sail, and that the Bermuda has the larger proportion of luff for any given area. The statement that the luff is the most efficient part requires the qualification that the greatest pressure area develops there, but if the sail is more than a certain degree of narrowness, there is not sufficient after part to act as a choke and develop the pressure to gain the greatest efficiency. When the gaff-sail is a gunter with a bent yard at such an angle that it practically forms a continuation of the luff and the sail is practically triangular, the gaff-sail develops more efficiency than the ordinary squareheaded sail. It may be added that the gaff-sail means extra weight of spars aloft, and that the Bermuda sail is a method of setting any given sail area with a minimum of spar length. It will be found that the Bermuda mast and boom actually give less length than the mast, boom and gaff of a sail of similar area. The superiority of the Bermuda sail is when close hauled, but running the gaff-sail may be equally good or slightly better. For all-round work the Bermuda sail shows greatly increased efficiency. A proof of the greater power of the Bermuda sail per square inch is that many old 10-raters that carried their canvas easily in a gaff rig are overpowered with the same area as a Bermudian, and are not improved by the change, but rather the contrary. Provided both the sails are equally well cut and the Bermuda sail should be very much CORRESPONDENCE. made, How much superior it is to the gaff rig will depend on the shape of the gaff mainsail. We assume that the area of the sails is identical, also e superior. the proportion of jib to mainsail. You can easily calculate this, and also check that the fore and aft positions of the C.E. of the two suits is more or less the same. To keep the positions of the C.E. the same will entail moving the mast considerably. Method of calculating the sai] area and C.E. were given in our March number in the article contained therein on the design of sail plans. This article also went into the reason of the superiority of the Bermudian sail at some length. Now there are three reasons for the superiority of the Bermuda sail. The first is that whereas A 13-IN. SIX-METRE DESIGN. Sir, In THE MODEL YACHTSMAN of November, 1928, you made it known that prints of the design of my model *‘ Ailsa,” then building, could be obtained. I understand that this design was helpful to several amateur builders. A new design *Clutha ” has been prepared, and prints can again be obtained from Mr. J. A. McCallum, Naval Architect, 420, Sauchiehall Street. Glasgow, C2. Price 12s. 6d. a set? Yours faithfully, J. A. STEWART. Printed and Published for the Proprietors. by H. G. STONF, Town Green. Wymondham, Norfolk The Model AN “TEST,” Cold Water Waterproof. a Glue Heatproof. Over 1,000 lbs. PER SQUARE INCH. The Essential tilue for Model Builders. Test Waterproof Glue, Golden House, Gt, Pulteney St., London, W.1. 30, Red Lion Street, Holborn, W.C.1. Advertisments for these columns must be accom- y, panied by aremittance, ¢ither by Postal Order or stamps, and addressed to the Advertisement Manager, “lhe Model Yuchtsman,” Golden House, Gt. Pulteney St., London, W.1, Announcements must reach these offices not later than the 10¢h of the month preceding the month of issue. Inadvert1sing Boate for Sale or Wanted advertisers should state where possible, ‘Class of Boat.” These will be classifie > First-class Vancouver WANEY under their separate headings; PINE Trade Advertisements are not inserted in this column. tin. for Decks, and any thickness up to 24ins. wide. This wocd is without a blemish. FOR MARCHANT, LTD., 10-RATER. Timber Merchants and Importers, SALE. Daniels sails, sound, fast, £2/10/0. Coventry, Milford-on-Sea, Haunts. Verney Road, Rotherhithe New Road, A-CLASS YACHT. Good condition. Two suits sails. £7. Green, 131, Dudley Street, Bedford. LONDON, S.E.16 30-INCH MODEL. Successful boat. M.Y. “Star Junior” (Daniels) design. Two suits sails. £4 y, or would consider offer. T. H. WILLEY, FOR SALE. SEVERAL Apply: C. Designer of ‘‘Charmain,’’ 18-footer winner of Craven Trophy. Designer and builder of ‘Edith,”’ winner Surbiton Challenge Shield, and ‘‘Hermione.’’ SCALE MODELS. f Hollow Spars, W. Cains, Model Yacht 10-RATERS. Reasonable N. Force, 151, Lichfield London, N.3. Prices. Grove, TYPEWRITER. Remington No. 7. Old but sound. Used by the Editor, The Model Yachts- man and Marine Model Magazine. Price 30/for quick sale. Apply by letter to Offices as machine is inspectable at Editor’s private address. SAIL OR POWER. Aitexations, Repairs, Renovations. Box 212. By order of the Executors of the late REV. LEwis Low. 10 Caversham Rd., Kingston-on-Thames % wnelassed Models, and articles other than Bouts, under Miseellaneous. For Model Yacht Building. T. WANTS. Replies, care of these ogices, Lhe following words must appear at the end of advertisement; ‘“Box——, ‘Model Yaohtsman’’ Offices, for which usual rate per word will be charged. (Advertisers need not include our full address). When replying to a “Box No” Advt., address your envelope: Advertiser, Box——, “lhe Model Yachtsman,”” invited. Refer Dept. M. AND A charge of 6d, extra to cover postuyes is mude for Box” Sample Tin (contents 202.) 8d., or 4lb. 2/1 post free. enquiries SALES Advertisements are inserted in these columns at the rate of One Penny ver word; minimin charge for advertisement One Shilling. Single letters or figures arecharged as words, and a compound word as two words, The advertisers name and address are charged for. Breaking Strain in Wooden Joints Trade April 1932 Yachtsman. A WANEY PINE. 1}. prime. 3 boards 6′ 6” x 12%. 1 board 6’ 0% X 9.“ Planking for A-class, lot Pair Rubber Thigh-boats, 8’s, good 30/-. ‘ condition. Box 213. A TRADE ADVERTISER WRITES: Sailmaker, “We have received quite a number of enquiries from several places, including America, since advertising in vour paper, and we wish to thank uses ONE QUALITY ONLY, THE BEST UNION SILK you.” ADVERTISE IN ESTIMATES FREE. I 7, Kings’ Rd., Gosport, Hants. | J.ondon. THE MODEL MARINE YACHTSMAN MODEL AND MAGAZINE, ~“ In replying to Advertisers, please mention THE MODEL YACHTSMAN. A April 1982 The Model Yachtsman. veg CE. GRAY & SON, Lid.) ; ‘“ White Heather Yachts Ships and Yacht Fittings T GROUP L6° 12/6 We hold a comprehensive stock of all Fittings 17a” 10%” S GROUP “2174 28” 15 6 18/6 22/6 29/6 24″ |, 2642908 | 42/6 52/6 62;6 72/6 Our’ Catalogue sent free on request. 24” L.O A. Tool Department Tools for all Trades. ENGINEERS, LATHES ELECTRICIANS, CHISELS etc., Bench etc. list . Sie 6 0 ay 8 8 we » 20-70 0 0 C GROUP 10- Rater posted 6 and 12 Meter International A-Class The Grayson 25c.c. Petrol Engine £6 10s. 00., complete Fittings and Spars : Sails Accessories Send for List. Castings and all Material supplied. Write for our Catalogue. J. Alexander & Sons, 18-20, Clerkenwell Rd., Model Yacht Builders, London, E.C.1 Telephone Clerkenwell 0151/2 … 5-Rater GRINDERS Tool and Materials free on application. 6 36” Restricted- DRILLING MACHINES Our 4 4 0 30° LSOuA. ASHTON, PRESTON, Lancs. Established 1822 TRADE SUPPLIED. @ ai cael The Ideal “Oarnish and Gnamel for Model Yachts “RYLARD,”… = Ghe World’s “best efficient and econorical Photograph shows a Welsh Harp Speed Boat carrying Press Photographers and Reporters back to the centre of London after the Oxford and Cambridge Boat Race, at a speed of 39 m.p.h. Finished throughout with “RYLARD.” Sole Manufacturers: LLEWELLYN RYLAND, LTD., Birmingham, England In replying to Advertisers, please mention THE MODEL YACHTSMAN.