Marine Models: Volume 6, Number 10 – January 1934

VOL. 6, NO. 7./ gadeuty WF cack Month. JANUARY, 1934 PCE: . SEVENPFENCE NOTICE Model THE Yachts Model SUBSCRIPTION | RATES ARE NOW: Yachts 7s. 6d., United Kingdom Model 8s. 6d., Ships. Model | Model Overseas In renee How to make Model Ship and Steamer Fittings … APS Wood and the Model Maker … Bo ats MARINE MODELS, Model | 254 S Model Yachtsman’s Workshop 256 ‘*Betty’’ and her Motor… Riley de 1 A British Model Frigate, 1807 260 Our Ship Model Clubs …— … Our Scottish Page ._…._—_ 268 East Indiamen ae eO News of the Little Ships Power Ships a Alterations in I.Y.R.U. Rule … ; Model CONTENTS Use Peaen Steamers – 261 .. 263 M 266 M.Y A. Fixture List, 1934 .. 269 The Engine Room a Sele ~_…_…. 272 Hull Design for Model Steamships 284 GOLDEN HOUSE, GT. PULTENEY ) STREET. teamers d @) e€ Pp | Ower Bo ats LONDON, W.1. | Model Sailing Craft By W. J. DANIELS and H. B. TUCKER Crown 4to., 260 pages, 230 illustrations of model Dent. M. fitting out—is Co., 30. Red Lion Street. Holborn, W.C.1 explained— | ‘ CA Record yacht construction—designing, building and 4lb. 1/9. post 4d. Test Waterproof Glue The Model Yachtsman’s Textbook. section The Test Waterproof Glue Co. is ceasing from business. Get in a stock of the best glue made before we are sold out. Tins containing 20z. 6d., post 2d. 25/- net, Postage 9d. Every CLOSING DOWN! of Success ! Novice and expert alike can learn from this treatise. The first British and International Championships (A-class) were held in 1923. In eleven years Daniels’ bouts have been successful seven times, including last year. No other builder can approach this record. Send Stamp for Illustrated Prospectus. Obtainable from the Offices of MARINE MODELS, all Bookshops and Libraries, or direct from the Publishers, Chapman & Hall, Ltd., 11, Henrietta Street, London, W.C.2. Model Yachts [ BIPOD & STEEL MASTS| built to Order to any size or Class. Sails, Fittings and Spars All experience is valuable. If you want the best yacht, sails, spars or fittings, you must go to Daniels. Send a stamp for list. Boats which have been fitted with Bipod Masts have had their whole sail plan moved forward. This proves the greater efficiency imparted to the mainsail fitted on the centre wire. I now make these masts with sliding gear, thus allowing the best position to be quickly found. | | a m= io I still carry a stock of the famous taper steel masts at 17/6 each, plus carriage. I also fit the masts with screw eyes, sweated in, (for jackline and three positions for jibs), also gooseneck, etc., for 25/- each, plus carriage. W. J. DANIELS, 331, St. John Street, Clerkenwell, Phone: Clerkenwell 4708. ‘ MODEL YACHT SAILS a speciality. Carefully designed and adjusted. Of the BEST UNION SILK. Andrew Jd. Bark Reasonable in Price. 26, Alderly Road, W. NORTHWICH, Cheshire J London, E.C.1. Correct Fit. CAINS, Sailmaker, ms KING’S ROAD, GOSPORT, HANTS. | In replying to Advertisers, please mention MARINE MODELS. AE BMG LL,GLLDPD MARINE MODEL MAGAZINE Published on the Seventh of each Month. Vol. 6, No. 10. JANUARY, 1934 THE USE OF MODEL YACHTS IN FULL SCALE DESIGN. By G. This article is re-printed from the “* Yachting Monthly,” May, L. Taytor. 1919, by kind permission of the Editor. C. 8. Dyer in the at such a speed that the shape of the waves set up Yachting Monthly, it independent of the speed, because the model produces waves which vary in shape and size with is the same as that of the wave system round the full-scale ship. If the model is on a scale of 1 : s, then the correct speed for the model is V/s, where V is the speed of the ship. Under these conditions the ratio of the forces on the model to those on the ship is 1 : s*. It is on this principle that the tanks used by the National Physical Laboratory and by several large shipbuilders are based. Now we come to the question raised by Mr. Dyer, and by many others, as to whether the propelling forces due to the wind do not prevent the performance of the model from being similar to the performance of a full-scale sailing vessel. Mr. Dyer points out the well-known fact that if the wind on the model and full-scale ship are the same, the moments due to the wind pressure on the sails tending to heel them are in the ratio 1 : s*, while the moments due to the ballast, and tending to. right them, are in the ratio 1 : s‘ for equal angles of heel. In equal winds the full-scale ship is, therefore, stiffer than the model. But this is not the end of the matter. In equal winds the ratio of the propelling forces is 1 : s?, whereas the ratio of the resistances, when the speeds are in the correct ratio for true similarity, is 1 : s*. It is evident, therefore, that if the wind on the model is the same the speed with which the vessel is being driven. as the wind on the full-scale ship, it will not travel It is possible, however, to reproduce in a model similar stream lines to the stream lines round a full- at the correct speed for similarity. Suppose, however, that the wind speed in the model experiment be reduced in the ratio 1: 1/s. O* reading a letter by Mr. March number of the struck me that the conditions under which the performance of a model may be expected to represent the performance of a full scale yacht, are not very generally understood. The following notes may help to clear the matter. If two bodies of the same shape, but of different dimensions, are moved through water resistance will be proportional to the the velocities and to the squares of dimensions, provided the flow round the or air, the squares of the lineal two bodies is similar. In the case of bodies moving through air, or of submarines moving through water at a great depth below the surface, the shape of the stream lines is practically independent of the speed. Experiments with models moved at any speed will give reliable results. This principle is well known to aeroplane designers who regularly test scale models of their aeroplanes, and parts of aeroplanes, in wind channels in which the wind is driven past the model at any speed which is found to produce a force on the model of an amount which is convenient for measurement. In the case of a boat or ship, however, which surface, the stream lines are not moves on the scale ship. This is effected by driving the model Since the forces on similar sails are proportional to the square of the wind velocity and to their areas, the ratio of the propelling forces on the model and the full-scale ship is now 1: s*. Since this is also the ratio of the resistances for similarity, it appears that, under these conditions, the model will travel at the correct speed for similarity. Now turning to the question of stability. The ratio of the heeling moments is now no longer 1 : s*, because the speed of the wind is reduced in the ratio 1: 4/s. The wind forces on the model are less than they were before in the ratio 1 : s. The wind forces on the model are less than they were in the ratio 1: s. The heeling moment due to the wind pressure is then also reduced in the ratio 1: s. The ratio of the heeling moment to that in the full-scale ship is, therefore, 1 : s* instead of 1: s% As has been pointed out before, this is also the ratio of the righting moments for a given angle of heel. We, therefore, come to the important conclusion that exact similarity between the performance of a model and that of a full-scale ship may be obtained both in regard to speed, wave making, and angle of heel, if the wind which affects the model is 1 of the wind on the full-scale ship. o/s The similarity in this case extends even further than this. It is well known to all yachtsman that the relative, or apparent direction of the wind as it appears to the yachtsman is always ahead of the true direction. This is due, of course, to the speed of the yacht. Since the speed of the wind is reduced in the same ratio as the speed of the model, namely 1 , the apparent deviation in the Ls /s direction from the true’ direction of the wind, due to the speed of the vessel, is the same for both fullscale vessel and model. On the other hand, the wind inland, especially in the depressions where ponds are most likely to be found, is usually less than half as strong as the wind over the sea. It appears, therefore, that a model yacht sailed on an inland pond is likely to give an idea of the performance of a yacht about six times the dimensions, when sailed on the sea. A model yacht sailed on the sea, however, is likely to be found crank, except in light breezes. These considerations naturally lead to the query : Do model yachtsmen ever make any measurements of the wind which is affecting their models ?. Small anemometers, known as air-meters, are made by several well-known instrument makers. These are admirably suited for making wind measurements at a height of one or two feet above a pond. It seems to me that every model yacht club ought to have such an instrument. The members would then multiply the wind speed found, by 1/s, where 1: s is the scale of their models, and see what the corresponding wind at sea would be. They would be able also to yarn in their clubrooms about how they had sailed round the course in half a gale of wind, their lee decks awash and water up to the cabin skylight, etc. In this connection it seems to me that if a designer wishes to use a model in order to obtain definite results regarding the stability or performance of a proposed design, it is really necessary for him to use an anemometer to measure the wind near the surface of the pond while his tests are being carried out. He can then multiply this wind by ,s to find the wind to which his results will apply in the full scale. It seems possible that the suspicion with which designers appear to regard the results of model tests may be due partly to the neglect of this simple precaution. The question now remains as to how far these conditions are realised in the case of actual models sailing on an ordinary inland pond. Let us consider the case of a model one-sixth of full scale. Suppose that the height of the centre of effort of the sails is 2ft. in the case of the model, and 12 ft. in the case of the full-scale yacht. In order that there may be complete similarity, the wind at a height of 2ft. above the pond should, therefore, be 1 4/6 = of the wind at a height of 12 ft. above the sea. Some years ago, I made a series of measurements of the speed of the wind at different heights close to the surface of Fleet Pond, in Hampshire. I found that the wind at a height of one foot was about four-fifths of the wind at six feet. The increase in wind with height would evidently not be sufficient to cause a full scale yacht to heel over at the same angle as a model, if they were both sailing on the Fleet Pond. A HAPPY NEW YEAR! We wish all our readers a very happy New Year. May 1934 bring better times to us all. We have to thank readers for kind Christmas and New Year cards, letters and wishes. Time alone prevents us from acknowledging these individually, but each sender can rest assured that his kindness is deeply appreciated. And now for our New Year resolution: ‘To make MARINE MODELS bigger, better and brighter during 1934. And now one for our readers: To get at least one new subscriber to MARINE MODELS during the year and thus assist the Editor to fulfil his good resolves. i) or — HOW TO MAKE MODEL SHIP AND STEAMER FITTINGS. (Continued from page 240). By A. P. Isarp, A.M.I.Mech.E, OING back to our ground tackle, it may be as well to mention that merchantmen, liners and even small craft such as yachts often carry anchor cranes, davits or jibs, these are used when no hawse pipes are fitted and the anchors are hauled right aboard. By looking at Figure No. 12 it will be seen that these fittings are easy to make, nevertheless a short description will not be amiss. These fittings are usually finised off by painting, their colours depending upon the ship; for instance for yacht use white ; cargo boat, black or deep buff, ete. We now come to mooring fittings such as bollards, fairleads, mooring posts and the like. Fig. No. 12 illustrates an anchor crane, the vertical column can easily be turned from a small piece of brass rod, or better still, if a fairly stout piece of brass tube can be found in the scrap box, it can be reduced to the taper, little plugs soldered in to the top and bottom, the jib piece can be a light piece of brass tubing fitted by soldering to the main column, the tie rod is merely a piece of brass wire looped at each end and hooked into the loops at the top of the main column and to jib head, but the writer recommends that these joints be touched carefully with a spot of solder, thus making a much stronger job. The formation of the head of the crane can be followed from the sketch. Figures Nos. 14, 15 and 16 represent these. We will first consider figure No. 14—bollards. The base plate is a strip of brass sheet drilled where shown for fixing down pins and two larger holes for the mooring blocks, which should be turned up from brass rod with a little spigot to push into these holes and lightly rivetted over; to lighten, they can be hollowed by drilling up the centre. Fig. No. 13 represents an anchor davit much used aboard yachts. This is very little different from a boat davit and the illustration is self-explanatory. To make it take a piece of brass wire, straighten it out and by laying it upon the work bench, rotating and filing at the same time to form a nice taper; bend to the correct shape, solder a little disc of brass (through which a hole has been drilled) to its base, make a little cleat from a piece of brass wire and solder into position, not forgetting the little ring at the top of the davit. Our friend the soldering iron comes to our rescue in the manufacture of these little fittings but do not use too much solder, only a spot, then clean off any surplus with a small file. a Fig. No. 15—fairleads. These are used for leading a hawser aboard any boat. The naval type has a flange fitting over the side of the ship; they are also sometimes fitted with rollers and again sometimes with only one central roller. 252 Whatever type is required they cannot be said to be easy to make, in fact they are troublesome little fittings and it is essential for them to be all alike as possible. Unless the reader is an experienced craftsman he will be well advised to leave the roller type alone. We will therefore consider the ordinary fairlead. They are now all finished except for reducing the sides, which should now be proceeded with one after the other. These fittings should invariably be highly polished all over. If used on model tugs, drifters and the like it would he permissible to paint them a suitable colour. Another method of manufacture would be to cast them from a mould made from a pattern and file and polish up. | Figure No. 16—Mooring Posts. A change from fairleads as these are very easy to make, merely carve and shape them out of hard wood, drill a small hole through their heads and push a piece of brass wire through, and there you are. They should be bright varnished. | | = =a Fig.t5. height of your fairlead, mark this off into lengths equal to the over-all length of fairlead and number required, not forgetting to allow for the metal i? which will be removed by your hacksaw later on when they are cut off. -~=- Make a centre dab with your centre-punch in the ric. %.6, centre of each little rectangle and run a small drill through each one. Next with your hacksaw cut down into the hole (see Figure 15a), now with a round watchmaker’s file, file out the ovals as shown by the dotted lines. Cut them all off where marked by your hacksaw. La) | | . font ‘ : i iy it 1 -_- ‘ ¢ on be ee } = = -¢ H ‘fi ~e_! Wr Fiq.tSa. You have now a number of pieces of brass with a rough oval slotted hole in each; take one and finish it right off by filing to shape, but on no account reduce the sides or thickness, leave these for the moment as they are. The reason for this is so that you may now use the finished one as a guide for all the others by placing it flat against another and clamping them both together up in your vice, file the second to to the exact shape of the first. Proceed with the others until all are done. Next drill the two holding down pin holes at each end of base of every one. 9 -—=— male Take a piece of brass plate, whose thickness will be equal to the scale thickness of your fairlead, cut this into a strip with a width equal to the total Mooring posts are used on small craft such as motor cruisers, yachts, lighters, barges, etc. To fix the mooring posts or bits simply run a fine brass wood screw up from the underside of the deck, but put a touch of water-proof glue on the base of the post first, and you will have a sound job. Now a word about the various sketches and drawings. These are only intended to convey what the fittings look like and must not be worked to although the proportions are fairly accurate. It will be recognised that neither is the same scale used for each sketch, for instance Fig. No. 10, the capstan, compare this with the outline drawing of the steam winch, Figure No. 11. Actually the capstan would not be a great deal larger than one of the winding drums, or not quite so big as the main winding drum. We will gear used fittings in these and and other next consider the ship’s boats and the to hoist them. These are important any model and it is important to study have them correct as to period, type details. (T’o be continued). 253 1 A FINE MODEL BARQUE. HOLKAR Steel four-masted barque. Built 1888. T. & J. Brocklebank. 329’ x 48’ 2” x 26’ 7”. 3,073 tons. Built by Harland & Wolff, at Belfast, and with her sister Scindia, the last two windjammers of the Brocklebank fleet. ‘Sold 1901 to Watjen and Co., Bremen. First capture by Cunarder Caronia during late war, and brought into Birkenhead by prize crew. Broken up in Holland, 1925. Scale of model } inch=1 foot. The above model was constructed by Mr. H. Owen of the Ship Medel Society and was exhibited at their recent Exhibition in Liverpool. She is complete in all details on deck and is possibly almost unique in this-respect. She is fully rigged with all standing rigging and running gear. There are 685 blocks in the latter—single, double, treble and quadruple. The model received no less than twenty-eight coats of paint including priming and four coats of varnish in addition. TEST WATERPROOF GLUES. We regret to inform readers that the proprietors of Test Glues have decided to close down this business. Test is about the finest glue we have discovered for every model purpose and we advise readers who are model builders to send their orders to Messrs. Test Glues before stocks are completely exhausted. 254 – WOOD AND THE MODEL MAKER. By H. Owen. Whatever branch of marine modelling the reader is interested in, this article will interest him. Even if he is accustomed to have his boats built for him, a knowledge of the properties of various timbers will be beneficial. The author of this article is not only a skilful modeller, but has a life-long experience in the timber trade, and is regarded as an authority on woods. AVING had so many enquiries relating to’ this subject, I feel a short resumé of various timbers might be of interest and, perhaps, service, to a few of the many readers of MARINE MODELS. Timber is classified, primarily, under two distinct groups, or headings. (1) Softwoods. (2) Hardwoods. Of these two classifications the modeller need only be acquainted with the first—softwoods, as, with the exception of carving, one or two deck fittings and blocks, the whole of his model can be constructed from timber in this group. I strongly recommend the builder to leave all timbers under the second classification well alone whenever possible. The inference is obvious. Hardwoods are really hard, and extremely difficult to work, especially to those who are not experienced in their use and selection of suitable grades and qualities. SOFTWOODS. Dealing with various timbers I recommend under the first group one stands out alone—PInEz, and preferably Canadian Yellow Pine. There are about thirty or so species of pine in the United States and Canada, and several of these are oi importance as commercial timbers extensively imported into this country, and, therefore, procurable by all at one’s local timber yard or joinery works. The best known being Canadian Yellow and Red Pine. Yettow Pine.—This tree grows in’ a_ very wide range in North America, stretching from the Seaskat hewan River to the ridges of the Alleghany Mountains in Georgia, and from Nova Scotia to the Rockies. Weymouth It is sometimes referred Pine—Lord Weymouth to as being responsible for its introduction to this country. The tree is of erect growth—100 to 150 feet in height, the wood is light straw colour, soft and light, having a clean fine grain working up very smoothly with a silky appearance ; but despite its mild soft texture is reasonably strong, and will stand a great deal of ill usage from the beginner in wood-work. Makers Used extensively by Pattern and for high-class joinery and carpentry work. The model maker is well advised to ‘ use none other.” for masts and spars it has not an equal. It will stand up to as many eye-bolts and jack-stays as your model may need without that very agravating tendency, in most timbers, to split, and, more important, it will not warp or twist, and shrinkage is very small. It is equally ideal for hull construction, either bread-and-butter method or planking. It is imported into this country in boards, sidings and deals ranging from lin. thick to 3in.; also in squares of 3in. to about 8in. or 9in., and very occasionally these days, in log form. This timber is not to be confused with the “ Long Leaf Yellow Pine” of the Southern States. In other words— Pitch Pine—which should not be used under any circumstances by the model builder. Rep Prvye.—Known in the States sometimes as Norway Pine (but not to be confused with the European tree of that name, which is essentially a Spruce). The Red Pine does not grow to the large dimensions of the yellow species, and the wood is really white, heavily tinged with reddish yellow, giving the whole a distinctly reddish appearance. It has a clean fine grain, similar to its yellow brother, but is somewhat harder in texture and slightly heavier. An excellent substitute if yellow is not procurable. It is imported in similar sizes to the yellow pine, and it will well repay the prospective model maker either to have cut, or cut himself, any thinner boards he may need. CoLUMBIAN Prvz (Douglas Fir).—This tree grows to enormous dimensions and is extensively imported in boards and planks. Grown on the Pacific slopes of Canada and the U.S., it is of reddish colour, harder and more uneven in texture than the two previous pines, there being a more marked difference in the annual growths. An excellent wood to carve from the solid block, as almost any size is easily procurable. SrpERIAN Prne.—Imported from Russia in large quantities. Again, of harder nature than the Canadian Pine. Other properties similar. WuHITEWwoop AND ReEpwoop.—Imported from Scandinavia and Russia, the former a Larch, the latter a Fir or Pine. Used extensively for joinery work in this country. The best qualities only would be of use to the modeller, and preferably of the two—Redwood. I suggest to the prospective buyer of timber for model making, to get, if possible, Yellow Pine, using the others in their order as_ substitutes. I can assure him he will never regret it. The writer has also used Port Orford Cedar, but as it cannot be procured by the average “man in the street” he will not eulogize upon its sterling qualities. HARDWOODS. So called because they are really hard! Hard in texture and hard to manipulate, necessitating an enormous amount of care and work on the part of the 255 operator. This alone is a sufficient reason why they should be used as little as possible. Some timbers under this heading should not even be contemplated. For instance, I have seen the most excellent work executed in a gum! Of all the timbers that ever grew this is one that should never be used. By a gum I mean what is known commercially as Satin Walnut and Hazel Pine, Tupelo, or any timber that is imported under the title of “‘ Bay Poplar’’—a misnomer which may mean any variety of timber of like nature. The grain of a gum is exceedingly short, and conse- quently the wood is very brittle and splits very easily and, of course, the worst kind of timber to attempt any bending. This alone is sufficient to keep any model builder from using it; worst fault is twisting. but its It may lay flat for a time, but it eventually will “go,” and take the whole of the hull with it if it is used for planking—as no amount of screwing will keep it in position. I have seen boards | in. thick, almost at the bottom of a pile, twist badly, and that with 25 to 30 tons on the top of it!! I propose only to give you a short list of woods under this latter classification, and the best uses you can put them to in relation to model building. Oax.—The most easily procurable of Hardwoods. Imported extensively from America, Japan and Europe. Can be used for keel, stem and _ sternpost and, with care, for planking. English Oak, if secured fairly green, will bend excellently for ribs, etc ; procurable in retail wood shops from {; in. thick upwards, already dressed. When selecting do not choose the broad bated “ wild” looking grain. Get as close and even a grain as possible. Unfortunately, you have to select the best available from the coarse Southern Oak, as I have never yet seen any Northern or Mild Oak for sale in these establishments. Eim.—American and Canadian Rock Elm has a long grain, close textured, white in colour, and will bend second to none. Excellent for making taffrails and blocks. Wych Elm or Native Elm has similar properties, and is more easily procured from the local sawmill where outside ‘slabs ” can be picked up for the asking. MAHOGANY (chiefly West Central Africa, Central America and Cuba).—The African wood is mild and fairly easily worked, and is available, cut and dressed, from ; in. upwards. When selecting see grain is reasonably uniform and avoid “ roey ” boards (i.e., boards that have a furry and shiny grain alternatively). This timber is usually “ bone dry,” and consequently will stay put, and without any shrinkage. The Central American variety is more red in colour, harder and more even textured, and the Cuban, or so called “Spanish” Mahogany, is exceedingly close textured, a deep red in colour, and very difficult to work. Of the mahoganies the builder should confine himself to the African variety. Suitable for deckhouses, hatches, ladders, etc. Will not bend. Boxwoop (West Indies) for all carvings.—This wood is exceedingly close grained. The sap is yellow in colour and the heart wood, black. Is used for mallet heads, rules, etc. For carving it should be used fairly fresh, as when it dries out it is inclined to “crumble.” Can also be used for blocks, capstans, bits, ete. Eneuish Hotty.—White in colour, very close grained and tough. An excellent wood for carving, and easily procured in the garden or woods. I prefer working this timber to Boxwood. PopLar or CANARY WauitTEwoop (U.8.A., not to be confused with ‘ Bay” Poplar).—Sap white in colour; heartwood, yellowish green; is of mild, short, even grain, close textured. Will take stain readily and polishes well. An excellent substitute, when properly treated, for the more expensive hardwoods. Could be used _ satisfactorily for deckhouses. Can be procured +; in. upwards thick. Sycamore (U.S.A.).—Hard, close textured wood, white in colour. If care is exercised in boring, etc., makes excellent decks. Again I advise the builder to keep within these limits and avoid trouble. The foregoing will supply him with all his needs in the hardwood line. Experimenting is not only costly, but, in many cases, aggravating in the extreme. In conclusion I will append a short table for quick reference. Hull (planked) . Yellow Pine Mahogany. or Hull (Bread and Butter) … Canadian Yellow Pine. Hull (Curved out of Solid)… Columbian or Siberian Pine. Ribs (Bent)… Line … Elm or English Oak. Keel, Stem and Sternpost… Oak (American). . Yellow Pine. Deck (planking) Deck (one piece) … Yellow Pine, Sycamore . Yellow Pine, Mahogany, Canary Whitewood. Deckhouses … Capstans, heads Blocks, and Figure-English carving Holly, Box- wood. generally Blocks and Taffrail (bent)… Elm. A word about seasoning. See your timber is really well seasoned or “‘ bone dry” before you attempt to work it. A rough guide to the purchaser is: One inch thick takes twelve months to dry naturally, so that you can gauge near enough by enquiring how long it has been in stock. To this you can safely add three months, as all cut timber has to be “sticked”’ in the open for at least two months after cutting before it can be shipped. Otherwise it would “sweat”? and discolour in the ship’s hold. To this golden rule there is, however, an exception. If you want timber for bending purposes, procure it “‘ green’ or wet and fresh ; it then contains its DEL g eae 256 natural moisture and flexibility, and will, in the case of elm, bend quite well without the assistance of steam. In the case of some tropical hardwoods when really dry they become so “ hard” that they are brittle to carve, and have a tendency to break off short in the most important parts of the carving, due to the lack of their natural moisture or sap. From the builder can above not it is evident that the model only facilitate his work by the selection of suitable wood, but if he employs the wrong materials he is liable to find his model twist out of shape, warp and split, thus losing the benefit of possibly months of work. Good timber is always worth while. VA EM CLn nS ly i y“iA (yuili tilM T L inMM o nuih WwW euKyials nt om a 4 s T —— == —— AG R KS =il Ww[Oal mi ) nil bintdil i—— _ \” TT tli rt)E M AOD ODEL VA ni NaPiet me oMA © uy wc”i | = ss a Mii Avil ee ae 1 Zp, (A | STEERING GEARS. Ts steering gear shown in the attached diagrams was exhibited in Manchester and commented on favourably by your correspondent in the February issue of this magazine as being original. ®.This variation of the standard Braine Gear is directly due to an article in THE MODEL YACHTSMAN of March, 1932, by Major G. B. Lee, from whose design it differs slightly. This is hi due to a desire to save weight and also render possible the use of my “ trigger” automatic gyeing gear. Its principleis, however, exactly the same. The slides and tension controls are, I believe, original, All the parts of these can be bought at Woolworth’s for 9d., and are brass. I use the term “brass” in its accepted sense, but the percentage of zinc is higher than usual. The slides for the tension controls one made from a piece of I section curtain rod}in. by }in., having a length of 6in. This is onveth down the centre and filed straight giving two pieces of T section tin. by tin. These are fixed in position on the deck by four lugs made from fittings that are bought, as shown in sketch 3. The slots in these fittings are designed to fit the web of the curtain rod. The ends of the slides are cut away as shown in sketch 5, and the surplus metal outside (or round) the slot is filed away to fit and butt on the T section. The method of making the tension controls from the same lugs used for fixing the ends of the slides to the deck is as follows. In this case the part used before for the base forms the projection that comes in contact with the elastic, which in turn connects the bridle to the quadrant, as shown in sketch 1. The elastic used is free from knots, being a rubber ring (2d. per bundle of 50, also from Woolworth’s) and is fitted up as follows. Two eyelets, as used for sails, are placed on the ring first with the bell mouth outwards. Then a thimble is put. in each end and keptin position by stretching the ring and running the eyelet hard up to the point of the thimble. Thisis shownin sketch 8. One advantage of using a ring is that only one strand can be used on either tack if desired, by slipping it over the projecting control and giving double tension on the opposite tack. In making the controls (sketch 1) the round head screw can either be discarded or cut to length, screwed hard in, and filed off flush. In order to prevent the slotin the lug (as purchased) becoming 257 Setck 2 = —— at 146″ ae —_ swivel Hook me —t Gy ultimately has to fit. I did not bother to do this It is inadvisable to make the gear first and then =e paneer amr Sketch 3 perhaps, be as well to solder in a section of what it myself, however. TM~ deeds F 5 4 if distorted in the vice during manipulation, it would, x[——-Jx try to get elastic to fit it. Get the elastic first and make the gear to suit it. The setting of the controls is such that when port and starboard are in line, the elastic is nipped just enough to hold it. When properly lined up the rudder can be held midships in this way. The size of rubber ring used by the writer on an A-class boat was about 2? in. diameter by ¥ in. square, and would stretch (when new) to 10 in. without fracture. a When the slides, lugs and controls have been made, they should be temporarily assembled on a piece of wood in the positions they will eventually take on the deck. This will allow one to check up the distance between the controls, ensuring that the T section has not become twisted, thereby altering the distance between them at any point. One other thing that should be noted is that the end lugs also act as stoppers and prevent the controls coming right off the slides, so the slides should be put on before the end lugs are soldered to the slides. The writer made this “ bloomer” on his first attempt. Everything fitted nicely; slides parallel and the same height, set the same distance from the centre-line. The horse was all ready to go on, when it occurred to me that I would check the Ca : Elastic Ring = Sketch 8 distance between the underside and the top of the controls. Not until then did it dawn on me that the controls were in my waistcoat pocket! did Tsay ? (Hd.—lI don’t want to know !/) 7 sail Eyelet What D. R. (Furp),. Thimble The diagrams illustrating this article were kindly executed for us by Mr. G. W. Reason.—Ed., M.M. A SUCCESSFUL FRENCH HYDROPLANE. TH ee INE SRA RORY iad This metre hydroplane was built by Mons. Mahieu for her owner, Mons. Jean Tulliez, Paris. She is powered with a 30 c.c. 4-stroke engine. At the Grand Regatta of Paris last summer she was classed 3rd ea-aeguo with “Nickie IV” behind “Betty” and “Old Bean IV.” She also won the Bovril Cup for 1932—1933 and 1933—1934. | | 258 “BETTY” AND HER MOTOR. By 8. L. & J. B. INNocENT. (Continued from page 244). We regret there were several misprints in the first part of this article. We apologise to Messrs. Innocent and our readers for this and in case anybody was misled we hasten to correct them. In the first column of page 243, line 4, “tuning” should read “‘trueing.” In the 10th line of the same column “‘fins” appears instead of “pins. In the 16th line of the right hand column on page 244 “into” should read “‘unto,’ and four lines lower the word “end” should be deleted.—kditor, M.M. sketch the main air supply is not drawn across the jet, but across a primary choke which feeds a rich emulsion. The main choke was ;}; in. diameter, but it has since been increased to in. with improved results. The carburetter was made from a set of Stuart castings after removal of the unwanted metal. The tloat chamber is in front of the jet, and thus richens up the mixture at the get-away. Considerable difficulty was experienced in getting the boat away until this was done. It should also be noted that bottom feed is used as a check to flooding. HE bore and stroke is 32 mm. by 37 mm., and the compression ratio 7? to 1. The oiling system at present employed consists of a spring loaded oil gun forcing straight to the big end. The carburetter.—This is, in effect.a 1925 tyre T.T. Amac, minus the throttle and air slide, a strangler being used to start up. As will be seen from the The ignition system was originally looked after by a coil made from half the secondary of a T type Ford, with a new primary and core and fitted with a return iron circuit. This has now been replaced by a Stuart coil which was won at Farnborough, and an Atom coil has also been tried. All these coils worked well, but the Atom and the Stuart start up more easily, and together with a Delco condenser, give a feeling of safety. Advertisements i S THE BLUE WATER MAGAZINE. The hs “A The unique and world renowned ZES Publication which preserves the os history of the rapidly Sailing Ship Magazine declining in an windjammer illustrated form of the last century. . Clipper Ship ‘*Crusader,’’ 1865-1910. Annual Subscription 4s. 6d., (or $110 U.S. Currency). Specimen Copy 5d., Post Free. a APP: 4 THE PACIFIC BON SHIPS STEAM NAVIGATION CO., “NX D’S FITTINGS. = ‘ ( £ LIVERPOOL, 3. AS ‘ SCALE & RACING MODELS FITTINGS, SPARS & SAILS j i ‘ 7 SPECIAL SAIL CLOTH Gammon Irons Mast Tubes Rigging Blocks Lin. 5/L6in. 3/8 Socket 3/8in. din. 5/8in. Metal Sheavedeach. Blocks Price 84. Price 1/6, 1/9 and Price 1/3 each. 2′- exch. . Boxwood Blocks Heel Plates Adjustable Slides 388 3/16 % 5/16 5/1l6in. 3/8in. 4in. Price 6/6; 7/-, 7/6 Price 10d. each. Goose Necks Price 2/3, 26, 3/- sey —$ Lights Stanchions 1/9 1/6 ? REFITTING Rogers Anchors Price 2/- 3/- 4/-each Byers Anchors Price 5/- 6/6 gin. im. Send for Bond’s Catalogue, 6d., post free. yY ROAD, *Phone Musuem 7137. LONDON, PRICE LIST ON APPLICATION, lin high 8/-each Price2/- 2/6 3/- each Bond’s O’ Euston Road, Ltd., EUSTON REPAIRING Steering Wheels 9/16in. #im. 78in dis Price 4/- 4/6 5- each Telegraphs Men acioli area quality Union Silk, Price 2/3 yd, 254, and a speciality. 11/8” l?in 21/8in long 13/16in. 2 ball 1/6 ., PP y eg = NA LY Price 9/16in.2ball1/3 doz. P ,. 7 1 Price 4/- 4/6 5/- pair Stropped Double Stropped Single #/8in. 4in. 9/16in. Portand Starboard 1/6 Per 2/6 yard. Sample on application. 12 doz. Plain Donble Ee Metal Cleats Price 1/) doz. 38 4 ins Plain Single BEST UNION SILK. N.W.1. Established 1887. 7) Lee SOUTH ST., LANCING, SUSSEX. ; beens: Lancing 126. In reply to Advertisers, please mention MARINE MODELS. e || Advertisements ii f- OUR LIBRARY BOOKSHELF Model Sailing Craft = . \N £ 25/- by W. J. Daniels and II. B. Tucker. Liat and Cube Roots. ses oes 7/6 I wish to enter the design sent 1/6 herewith in the above competition, and I agree to abide by your published conditions and accept By Edward W. Hobbs, A.t.n.A. … Vol. I. Decorative 6/- your decision as final. (McCann). Ships. Name… (Barbary Pirate ; Felucca and Spanish Treasure Galleon). Vol. II. SITE ea ee Clipper Ships, ‘The Sovereign of the Seas.’ (Should be in the library of every = Clipper Ship Modeller). Vo]. III. PVE ink ccna ecg 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. a .. : — Masting and Rigging. By Robt. Kipping. ; Sail ats PSCUAONYM ooo oe 4 _ Model Power Boats. (New Hdition). Ship Model-making. ie Designing Competition No. 3 Elements of Yacht Design, (Skene) 24/-* Raita Tablandf Satore Model Sailing Yachts d Sailmaking. . 5/- (Reprint). Be ee a eons 1934. Golden House, Gt. Pulteney Street, London, W.1. 24/-* a ; ae ‘To the Editor MARINE MODELS, . PLEASE WRITE CLEARLY. . (Reprint). vee ‘ ee Mari Model 4 The above are reprints of contemporary books SHIP y, DRAWINGS > and invaluable to Square Rig Modellers. From Carrack to Clipper. By I. C. Bowen. FOUR-MASTED BARQUE ma .. 12/6 ‘ Creal a staid collection of photographs of models of all periods). BUTESH | RE” ( | 888) ‘The Cutty Sark.” Part I. Part II. a (Lull Lines and details). (Spars, Rigging and Sails). By ©. N. Longridge. a ene Drawn by G. 7/6 each part. W. Two sheets 43in *Prices of American publications liable to fluctuation in accordance with the rate of ft. MUNRO. x 26in. Profile, lines and deck plan Sail plan exchange. 7/6 7/6 or 12/6 the two, post free. Please add 8d. postage to all books not over 6/- in price, and 6d. postage for larger books. Probably the finest set of drawings ever Foreign Postages extra. prepared for the Ship Modeller. Books not on above list obtained to order. Only obtainable from gr M ARINE MODELS ’ MARINE MODELS, GOLDEN HOUSE, GT. PULTENEY STREET, _ LONDON, W.1. – . House, ‘andor. Gt. ondon, Pulteney Street, WA el. In replving to Advertisers please mention MARINE MODELS. XX Golden 259 The drive is taken through a #,-‘n. shaft, with a universal joint before the stern tube and skeg, the skeg shaft drive shaft. The having less inclination than the use of light inside flywheels. Some people are of the opinion that we are a bit overported, and that certainly may be so,so far as the exhaust is concerned, but our high r.p.m. must not be lost sight of. sparking plug, with which our earlier successess were obtained, was made from a Lissen H.I., and it did its stuff until the compression ratio was raised, when it was no longer hot enough. We are now using a 783 K.L.G., which stands up well. We believe that not a little of our success is due to the general lengthening of the motor, and we hope that we shall set a fashion in this direction, anyway. so far as four-strokes are concerned. OuTiiwe Since this motor was first started up, just three Saturdays before the International, very few alterations have been made. The two worthy of note are the increase in the compression ratio, from 64 to 7? to 1. and the enlarging of the inlet OF FINWING LINE OF passage. The ability of this motor to hold its ‘ExXMAUST power curve up at very high r.p.m., is, we think, due to the unusual solidity and to the hemispherical head form. This head shape, with its 90° valves, enables us to use heavy overlaps and large ports without loss of efficiency, and it also makes our long exhaust pipe worth while. Theoretically, it should also enable us to use much higher compression ratios than we have so far tried. | VALVE & PorT SKETCH oF HEAD SHOWING GEFSET or Jeet Varve & Port,@ Ovrine or Fins Of course, our full power r.p.m., about 9,000, requires the use of a comparatively light pro- peller. The one we are using at the moment is 3} in. diameter by 7 in. pitch at the tips, the roots being pitched to 6in. Incidentally our propeller blades are soft soldered in, as is the universal on the drive shaft and skeg. The blades are, of course, dovetailed into the boss. The blade form used is the same as that used on torpedo propellers, and the section is shown in the sketch. This sectional sketch is, of course, exaggerated better to illustrate the curves and flats. It will be realised that the main points of difference between the motor and its less successful rivals are in the large ports, angled valves, comparatively long stroke, the higher con-rod length ratio, and the SECTION turoucn Head. In conclusion, we would like to make one request, and that is ‘‘ Please don’t run engines flat out off load.” You learn nothing by so doing, unless it is that the motor will not rev. and you do much needless harm. rarely keep treatment. A motor that is any good at all will together for a minute under this 260 A MODEL FRIGATE MADE BY BRITISH SAILORS IN 1807. By Louis E. Favre, Geneva. r the April number of MARINE MODELS, photographs were reproduced of a magnificent model of a ship of the line constructed by French prisoners during the Napoleonic Wars. Readers and friends of this magazine, which gives them, each month, fresh subjects of unfailing interest to study, will doubtless take pleasure in admiring the perfect form and exact rigging of a model dating from the same period, but this time constructed by English prisoners, under circumstances which are well worth relating. In 1782, in London, Francis Duval (known as Frank Duval) was born. He was the son of Jean Pierre Duval, a merchant born in Genoa, but naturalised as an Englishman, his mother being Catherine Dracke, who was related to the Devonshire family of Dash (baronetcy). Entered at an early age in the British Navy, he was probably present at the battle of Aboukir, and afterwards fought under Nelson at the siege of Copenhagen in 1801. In 1807, when serving as first lieutenant in a ship in the fleet of Admiral Collingwood, he was instructed by his captain to convoy prizes of war to Malta. The vessel of which he had command foundered dur, g a storm, and her prize crew took to the long-boat, in which he managed to make the coast of Calaber, where he was captured by the French. The crew was taken to Toulon in captivity, whilst the captain was sent to prison in Verdun. AA little later he was released on parole to stay with his relatives in Geneva. In 1813, at the time of the arrival of the Austrians in this town, he was sent with despatches, by Bubna, to the general commanding the allied armies at Fribourg, in Brisgau. The English ambassador there. sent him on a mission to the cabinets of the Haye and London. In London, according to custom, he was tried by court martial. Not only was he acquitted of all blame for the loss of the ship which he had been taking to Malta, but as a reward for his gallantry and services he was promoted a frigate captain. Returned to the town of his origin, he married, in 1818, and settled down in the Chateau of Cartigny, near Geneva. He was promoted to the rank of captain on the retired list, and died in 1868. The old people of the village still speak of Monsieur and Madame Franck, who were greatly loved and respected in Cartigny. The Musée d’Art and dHistoire de Genéve preserves a number of relics of this officer; his sword, his epaulets, his decorations (including the medal for the Siege of Copenhagen and Cross of Saint George), as well as a model of a frigate of the period built by sailors of his crew during their captivity in Toulon. This model, which is in a perfect state of preservation, represents a frigate armed with 30 guns on the *tween decks and 22 on the main deck. In addition there are two gun-ports in the stern, to fire at a pursuer. These are without guns, but doubtless, in case of need, it was possible to train two guns of the deck armament through these embrasures. The hull is cut out of a solid block. Strips of gold paper imitate the copper sheathing up to the waterline, which was done from 1780 onwards. The figurehead represents a warrior armed with a sword and shield. The head-dress, as well as the costume, leads one to suppose that it represents a Scottish warrior. The stern is horseshoe shaped, as is characteristic of vessels of this period. Unfortunately the poop does not carry a name. Possibly some reader learned in ship lore may have the patience to inaugurate researches which will permit us to identify the vessel, and at the same time complete the history we have of its captain. =r 261 Photo: Molly, Geneva. The British Frigate, (1807). The rigging, exactly reproduced, is in good shape, but needs, nevertheless, to be overhauled by a specialist, for a number of the silk threads are broken through its age. As it is this beautiful model gives an exact idea of the frigates to which Admiral Nelson owes much about Captain Duval and permitted me to have photographs taken which are reproduced in this article. These excellent pictures are the work of M. Molly, photographer. the Musée d’Art et d’ Historie de Genéve, who have I must also express my warm gratitude to M. Jean Martin, Director of the Journal of Geneva, who furnished me with many precious facts about Franck Duval. M. Jean Martin lives in the Chateau been kind enough to give me the interesting facts of Cartigny, which was the last residence of Duval. of his success and his victories. I desire to record my thanks to the Curators of MODEL YACHTING ASSOCIATION. ALTERATIONS TO LY.R.A. RATING. N addition to the alteration of formula advised in last month’s MARINE MODELS a number of other alterations have been made in the L.Y.R.U. Rules for yachts of 14} metres and under. In order to bring the 12-m. (lin. = Ift.), and 6-m (12in. = Ift.), model classes into line with their prototypes it will be necessary for the M.Y.A. to pass these alterations at the Annual General Meeting, as well as those to the formula. For the benefit of readers these further alterations are set out here. A.—_SHEETING GENOA JIBS. No jib or spinnaker shall be sheeted on to the main boom. 262 The length of spinnaker boom is still limited by “J” as before. B.—FORE TRIANGLE. The maximum height of the Fore triangle for all classes up to 144 metres shall be 75 per cent. of the height of sail plan allowed in the Rule. In the 12-m. the height of Sailplan allowed is 82°0 ins. and the Fore Triangle 61:05 ins. In the 6-m., Sailplan is 71°06 ins. and the Fore Triangle 53°3 ins. The constant 2:5 metres (8:2 feet) = 8-2 in. for 1 in. scale 12-m., and 13-66 for 12 in. scale 6-m. models. Examples for Parachute Spinnakers. 150 = 2,500 lin. 12-m. |J20 = 400 C.—LIMIT TO BALLOON JIBS. 2,900 = 53:09 « OS = 42-47 + 8-2 = 50-67 each luff or leach. In yachts of 10 metres and up to 143 metres, the clew of the biggest jib shall not extend, when new, more than 0-4 Rating abaft the fore side of the mast measured head to wind. Notre.—The above decision, it will be noticed, does not apply to Genoa jibs in the 6-metre or 8-metre classes. In the 12 in. 6-m. 145 = 2,045 256 | J16= 2,301 = 47:97 x 0-8 = 38-17 + 13-66 — 51-83 each luff 12-metre class it is not permissible to set a balloon jib the clew of the foot of which extends more than 15-7 feet abaft the fore side of the mast. (15:7 in. for 12-metre models.) D.—MEASURING PARACHUTE SPINNAKERS. The following rule limiting the size of spinnakers. 0-8,/12+ J2+2-5 metres (8-2 feet). Maximum length of luff and leach of spinnaker :— Eighty per cent. of the square root of “I” squared, plus “J” squared, plus 2:5 metres. Maximum width of spinnaker, twice “J ’’ :— Notes.—This Rule does not measure the area of canvas, but limits the length of the luff and leach, and provides a maximum width. The width is taken at the widest part while being pulled horizontally across its breadth. and leach. E.—TUMBLE HOME. When the tumble home of the side of the yacht exceeds the amount allowed by Rule, three times the excess shall be added to the Rating. THE M.Y.A. COUNCIL are anxious that the above shall be considered at the Annual General Meeting along with the New Forward Girth Rule already submitted, and subject to ratification the Annual General recommend :— Meeting, the by Council ‘That the above be adopted and applied ‘according to scale, but with one exception, i.e., that ‘in place of the complicated method of measuring “a parachute spinnaker—a convenient constant “be agreed and added to “I” to obtain the “Jength for luff and leach for 6-m. and 12-m. ** models.” OUR DESIGNING COMPETITION. Designs submitted for our Competition for a 6-m., (12 ins. = 1 foot), model must be to the new I.Y.R.U. Formula and comply with all restrictions including height of Sailplan and Fore Triangle. IF YOU WANT TO KNOW THE TIME— There is no better way to know the time than to wear keeps good time. We ourselves have now worn one of Messrs. Columns), wrist watches for about six months during which satisfaction. This firm has a fine range of stop watches a wrist watch, provided it Arnold’s (see Advertisemen’ it has given us complete suitable for timing yacht races, motor boat races, etc., as well as a good line of wrist watches. are excellent value and make capital presents or prizes. Their timepieces - a \o 4 “ BEE es Pita ‘ea a “ woe we – 4. ae a“. ae – a“ i As EE t RD %j as- Vou aWa) ee TRS iE ,\ Si ‘ Le cH Ss SINE ———— OS a HRS a oa aoe I — PA S = ee = ih \- Ie SF SOX elie Yorston; The Club promoted a social event at the end of the racing season. This was held in the commodious clubroom on the premises of the ** Lord Rookwood,” which was placed at the disposal of the Club. Many Club members brought their wives and friends, also a goodly number of represent itives of the Highgate M.Y.C. and M.Y.S.A. (Kensington) accepted the invitation and joined in making the gathe-ing a most enjoyable occasion. Chairman’s table were displayed the many trophies, cups and prizes which were sub- sequently presented to the winners of various races during the past season. The Commodore, Mr. H. G. Howard, occupied the Chair, and in a happy speech welcomed all the visitors, and after giving a short description of the races distributed the prizes. Mr. J. E. Cooper, Vice-President, gave a summary of the history of the Club from 1903, and referred to the good friends who had from time to time provided cups and trophies. Mention was made of Mr. J. H. Scrutton, President, the late Mr. A. J. Knight, and the late Sir Daniel Keymer. During the season various races were held for prizes provided by Mr. H. G. Howard, Mr. E. P. Bird, Mr. J. E. Cooper, Miss Ida Johnson, Mr. C. E. Hodges and Mr. E. Smith. Mr. W. Bliss, Vice-President, gave a special prize of a silver cup to the winner of the Club Championship Cup. Mr. F. H. Hawes and Mr. P. G. R. Bird entertained the company with cinema films, and Mr. J. B. Lambert and his friends provided musical items. The distribution of trophies and prizes was as follows :— Victory Bowl: Mr. E. Smith. Mr. Elwood’s Trophy : Mr. T. Williamson. Scrutton Consolation Cup (prizes awarded by M.Y.A.): Ist, Mr. E. W. Stone (M.Y.S.A., Kensington); 2nd, Mr. W. Robertson ; 3rd, Mr. N. Boardman. G. Keymer Cup : Mr. C. E. Hodges. KnightCup: Mr. W. G. Robertson. Scrutton Medals: 1st, Mr. F. Snow (Highgate M.Y.C.); 2nd, Mr. W. Bliss; 3rd, Mr. A. J. Wilkes (Highgate M.Y.C.). Noble 2nd, Handicap Cup: FOREST GATE MODEL YACHT CLUB. the – > LONDON JOTTINGS. At —~ — — 5 Cup: Mr. N. Boardman. Commodore’s prizes: 1st, Mr. E. Smith; 2nd, Mr. 8. C. Stock. Coronation Cup : Mr. P. J. Bydawell and Mr. J. L. Adams (M.Y.S.A.). Mr. E. P. Bird’s prize: Mr. W. Bliss. Forest Gate M. Y. Club Cup: Mr. E. Smith. Mr. J. E. Cooper’s prizes: Ist, Mr. W. Bliss; 2nd, Mr. E. Robertson. Miss Ida Johnson’s prizes : 1st, Mr. J. Mr. E. Smith. Cooper Mr. H. G. Howard. 10-R. Hall Cup: Mr. A. Carter. Mr. C. E. Hodges’ prizes: Ist, Mr. E. Smith; 2nd,Mr. N. Boardman. Mr. FE. Smith’s prizes: Ist, Mr. H. G. Howard; 2nd, Mr. C. E. Hodges ; 3rd, Mr. T. Williamson. Knight 10-Rater Open Cup: Mr. A. J. Wilkes (Highgate M.Y.C.). Boys’ Race: 1st, Master Yorston; 2nd, Master Maynard ; 3rd, Master Cox, and prizes to all other competitors. Club Championship Cup: My, E. Smith. It was recalled that Mr. E. Smith took second prize in National 10-rater Championship of the M.Y.A., and that Mr. E. Smith and Mr. P. G. R. Bird won prizes in the London 10-rater Regatta. The Forest Gate M.Y.C. won the London Model Yacht League Stanton Cup. H. W. A. Y.M. 6,-m.0.A. The * Nairn’ Cup, presented by Mr. and Mrs. J. Essam Lee, forms the trophy for the Annual Club Championship. The race consisted of two rounds, and attracted an entry of sixteen. of whom twelve actually completed the event. When racing started on October 1 the wind was light from the south-east, but competitors found the weeds very troublesome. Seven heats were completed during the day, but a number of re-sails had to be left in obeyance. The leaders at this point were “ Hermione,” “‘ Glengarry,” “* Twinkle,” ** Miss South Africa” and “ Conquest.” The park authorities having promised to clear the weeds, racing was postponed until October 15. when the first round was completed. There was a light south-west breeze, and sailing conditions were good. Competition was keen, and towards the close of the day it became obvious that a great battle was developing amongst the leaders. This continued throughout, and at the end of the first round the positions were :—** Glengarry,” 38 points : * Twinkle,” 37; ‘* Miss South Africa,” 36: ‘* Conquest,” 35; ‘* Hermione,’ 34: “Calliope,” 31. When racing was resumed on October 22. there war a light wind from north-east. It was slow work, and when rain started, about noon, it was decided to take the lunch interval. A further start was made at 2.30 p.m., conditions remaining much the same. The wind failed utterly about an hour later, and racing was abandoned for the day. At this stage “ Glengarry ” was still in the lead. but her rivals had closed up somewhat. Scores ? were then: “Glengarry,” 46, followed by ** Twinkle,” “‘ Conquest ” and ‘** Miss South Afzica ”’ 264 with 44, and “ Hermione’ 43. These five boats were well ahead of the rest, as the next three boats were “Symphony,” “Calliope”? and “ Herald,” with the company assembled stood for a moment in silence, as a mark of their respect to the memory of Mr. A. P. Marples, M.A., a member who had passed away since the last Annual General Meeting. be The Secretary read his report for 1933, emphasising 33. The severity of the competition can judged by the fact that only three points separated the first five competitors at this period. The competition was continued on October 29. The wind was again very light, and the skill of the skippers was tested to the limit. Owing to re-sails the principal events of the year, which were :— 1. scores cannot be ascertained at the close of the day, but with only two heats to be sailed ‘“ Glengarry” led by some eight or ten points. The concluding day’s racing was on November 5. There were only two heats to be decided and “ Glengarry” seemed a certain winner. This proved to be the case, although ‘‘ Conquest,” by winning all her points, was enabled to finish a good second. Although two new boats finally headed the fleet, yet the veterans “ Twinkle” and ‘ Miss South Africa ’’ were always pressing on the heels of the leaders. “ Glengarry” national is, of Champion, course, and this sailed year’s by Mr. Inter- W. J. Daniels, proved unbeatable. The second boat was skippered by her owner, who, though a com- The visit of Mr. A. Jones, of Gosport, at Whitsuntide. 2. The visit of Mr. W. H. Davey to Chicago. 3. The Club’s removal to new sailing waters at Witton Lakes. 4. The Club entries of Messrs, Cunningham and Toplin for the British Empire Championship, at Fleetwood. 5. The M.Y.A. 10-rater regatta at Bournville, and the visit of Mr. W. J. Daniels. The Vice-Commodore, Mr. J. H. Cunningham, presented his report of the season’s racing. The Club trophies sailed for being won by the following members: ‘* McDonald * Trophy, H. G. Lawrence, with 10-rater “* Eagle”; ‘* Championship’ Cup, Rev. G. E. W. Johnston, with A-class “Leda”; “Cole” Cup, K. Law, with 6-m. (13) “Seafarer”; ‘* Drusilla”’ Cup, A. H. Lawrence, parative newcomer to the sport, handled his boat with with lated on the great fight they put up. The whole of the long contest was sailed in a (Juniors), H. G. Lawrence, with 36-in. L.O.A. “Hawke”; ‘Salford’ Cup, C. Taplin, with A-class “ Red Dawn”; ‘‘ Witton ’’ Cup (Juniors), H. G. Lawrence, with 10-rater “* Eagle ” ; ‘‘ Gilbert’ most sporting way. Cup, great skill and aplomb. The skippers of the third and fourth boats are also to be congratu- The Cup and Prizes will be presented by Mrs. Essam Lee at the Club’s Annual General Meeting. The thanks of the Club sre due to Messrs. H. C. Whetstone (O.0.D), C. Adams and Essam Lee, who officiated during the race. Final scores :—Ist, ‘‘ Glengarry’ (Col. Ian Dennistoun), 74 points; 2nd, ‘* Conquest” (H. K. Corby), 69; 3rd, “ Twinkle” (W. R. Emery), 65 ; 4th, “Miss South Africa” (R. Drown), 64; “Calliope” (C. Drown), 53; “Symphony” (G. Howard Nash), 50; ** Hermione ” (Dr. G. Greville), 50; “Saracen” (H. (T. F. W. Hearn), 42; P. Woolard), 46; “Ida” ‘ Herald’ (O. H. Gosnell), 41; “Toute Blanche” (H. K. Taylor), “Flame” (Dr. J. M. Pooley), retired. 25; J.G.F. 10-rater J. H. “Swallow”; Cunningham, ‘* Lawrence” with 36-in. Bowl L.O.A. * Nickie.” The Treasurer’s Report and Balance Sheet were read and passed. The election of officers and committee for 1934 resulted as follows: President, G. F. McDonald, Esq., J.P.; Vice-Presidents, W. H. Davey, E. H. Goldsworthy, J. P. Plant, E. B. Savage, C.E. ; Commodore, J. H. Cunningham ; Vice-Commodore, A. H. Lawrence; Hon. Auditor, R. B. Fitter ; Hon. Secretary and Hon. Treasurer, C. E. Lemon ; Committee, H. J. H. Bach, T. A. Divers, 8. PDrury, C. Taplin, R. F. Whittaker. It was decided that the ‘* Championship’ Cup should be sailed for during 1934 by boats of the 36-in. L.O.A. Type. The removal of materially affects ““McDonald”’ the Club to Witton Lakes the rules governing the Trophy contest. These were dis- cussed in relation to the present sailing water and it IN THE MIDLANDS. CITY OF BIRMINGHAM M.Y.C. The Fifth Annual General Meeting of the City of Birmingham M.Y.C. was held on November 21, at the Chamber of Commerce, New Street, Birmingham. The President, G. F. McDonald, Esq., J.P., took the chair. At the request of the President was unanimously decided to make the contest a one- day event which will be held on Whit-Monday, and to remove all the restrictions previously enforced. M.Y.A. Rules to apply in their entirety. C.E. L. 265 NORTH OF ENGLAND. SOUTH BRADFORD MODEL YACHT CLUB. The Annual Meeting of the above Club was held on December 2 at the “Stone Trough” Inn, Rawdon, nr. Leeds. Mr. Frank Hirst took the chair, and the Minutes, Balance Sheet and Racing Report were read by Messrs. Roche, Garbutt and Harrison respectively. The Balance Sheet showed that in spite of our heavy expense in rent, rates and taxes the Club was well to weather of the rocks. All the officials were re-elected and three new members placed on the Club list. The following open event races were arranged for Easter, 1934. Good Friday & Saturday A-class “ Bradford ”’ Cup. Sunday … .. 10-raters. Monday … … 6-m. ““ Wade” Cup. Tuesday … 36-in. Restricted. COAST. ILFRACOMBE M.Y.C. Model yachtsmen will be interested to know that a Club has been formed at Ilfracombe as a result of a visit to the town’s Secondary School of the Hon. Secretary of the City of Birmingham Club, C. E. Lemon. Mr. Lemon was visiting his native place when he was invited to address the boys of the school on the subject of sport. The outcome is that some twenty enthusiasts have formed the nucleus of what is hoped to be a strong organisation in North Devon. Mr. Lemon noticed the House names of the school, “‘ Drake,” “ Raleigh,” “‘ Grenville,’ and concluded that with names such as these ever before them the scholars of the school should prove a rich reinforcement to the sport that is without parallel. C. E. L. J. P.G, FLEETWOOD M.Y. & P.B.C. On November 17 the Club held their Annual Meeting under the presidency of Commodore J. Marsden, who gave his report for the year. The Club, he said, had made itself the most prominent in the country, and was directly respon- sible for bringing Fleetwood before the notice of The Hon, Secretary of the Birmingham M.Y.C is to be congratulated on a useful piece of “missionary” work. It is most important for the sport to find new recruits of the right type. The Officials of our Clubs have a great responsibility in this respect as it is necessary to see that newcomers to the sport have the requisite guidance in their novitiate. Editor, M.M. 180,000 people at the Manchester and Birmingham exhibitions. The British Empire and International Championships, which had been held on the Fleetwood Model Yacht Lake this year, had also attracted the largest entries there had ever been in model yacht racing in the world. Moreover, all the competitors were loud in their praise of the yachting pond. Mr. W. Roskell, secretary of the power section, continued by referring to Mr. Whitehead’s success in gaining fourth place in the International Petrol Boat Race. The following officers were elected: President, Captain Lord Stanley, M.C., M.P.; Vice-President, Admiral of the Fleet Earl Beatty; Commodore, Mr. G. Wilson, in place of Commodore J. Marsden, resigned; Vice-Commodore, Mr. J. Marsden; Hon. Secretary, Mr. G. 8. Pople; Treasurer, Mr. J. Briggs; Power Section Secretary, Mr. W. Roskell; Trustees, Messrs. Warman and Win- stanley. R. R. W. FROM THE STATES. By the courtesy of Commodore R. J. Adams, of the Ogden Park M.Y.C., Chicago, we are able to publish the photo of his A-class model, ‘* Falcon,” winner of the Century of Progress Regatta last summer. We hear that the Ogden Park M.Y.C.’s perpetual Cup was won for the year 1933, by Mr. John Ross, with his boat ‘“ Mavis,” with a score of 126 points. ‘“*“FALCON” (A-class). Commodore Robt. Adams, M.Y.C., Ogden Park Chicago. Winner Century of Progress Regatta. E have received a most and selection of music during the course of the proceedings. Subsequently a Club Regatta was sailed in a strong south-east wind. Fifteen 10-raters competed in one section and the race finally resulted : Ist, J. Harrold; 2nd, D. Wooldrage, and 3rd, Mr. Drever. Ina race for 5-raters seven models competed, and the final gave the honours to J. Harrold, D. Wooldrage and D. Cooper in the order stated. Bailie Maxwell and Mr. Daniel Meil acted as Judges, while Messrs. Richard Miller and Wm. Spence performed the duties of Starter and Timekeeper. We are pleased to hear of the progress being made by our friends in Kirkwall, and as we presume they are really beginning their Mr. T. H. Dearness, respectively President and Secretary of the Kirkwall Model Yacht Club, and communities, we shall be glad to receive further concerning the recent gratifying report reopening of the Sir Arthur Bignold Sailing Pond, at Kirkwall, Orkney, subsequent to extensive reconstruction. The work entailed has been carried through by the members of the Kirkwall M.Y. Club, and reflects great credit on their sense of what constitutes true loyalty to their Club and sport. A gathering of over three hundred spectators were present to witness the ceremony of hoisting the Club’s colours, gracefully carried out by Mrs. W. G. Grant. Mrs. Grant had the support of Provost J. M. Slater and Mrs. Slater, Bailie A. J. G. Maxwell and Miss Maxwell, Dean of Guild John Mackay, Mr. David Wooldrage a large number of the Club members. Provost Slater expressed his thanks to the K.M.Y. Club for the honour conferred upon him by the invitation to preside at the event. He congratulated the members of the Club on the successful issue of their extensive and very valuable efforts to improve the pond. It had only been necessary to visit the site while the work was in progress to realise its value and importance. They had practically transformed the pond, and the gratifying feature of it was the grand spirit of self-help displayed. They were ready to help themselves before approaching racing season, as is the common practice in similar reports of their activities from time to time, but please, Mr. Secretary, give us the name of the craft as well as that of the skipper. The Scottish A-class Club is going forward to next season with every indication of making steady progress, and we are pleased to hear it is beginning to reap the benefit of the hard spade work unselfishly undertaken by a coterie of enthusiasts. We understand our friend and colleague, ** Hey Mac,” is contributing a special paragraph on the Scottish A-class Club, however, and refrain from further comment. He trusted this A meeting has recently been held with the object spirit would persist as, unfortunately, it was far of again instituting a Model Yacht Club at Port too rarely exhibited in these days. Proceeding, Provost Slater said they were honoured by the Bannatyne, the famous yacht building centre on the Island of Bute. Obviously such a community should contain a very considerable interest in model yachting, and it is somewhat surprising to others for assistance in any way. presence of a lady who had generously presented the Club with a handsome flag, and graciously consented to attend and declare the pond reopened. A Kirkwall audience required no intro- learn that a period of 25 years has elapsed since a duction to Mrs. Grant—she was one of themselves. He had great pleasure in requesting her to unfurl the flag. Mrs. Grant, after thanking the Provost interest has always been in existence, however, and it has now developed into active steps to organise for his kind remarks and expressing her pleasure M.Y. Club actively functioned there. Detached the sport once more, and a new club has been formed. We wish the new venture success and are sure at being present, formally declared the pond open, every and broke out the flag, a large emerald green one given by the Scottish Association and its individual constituents will be cheerfully rendered. We are with the letters K.M.Y.C. super-imposed in gold, support and encouragement that can be amid the applause of the spectators. Thereafter, little Miss Mary Slater, daughter of Provost and indebted to Mr. A. W. K. Rodrick, of the West of Mrs. Slater, presented Mrs. Grant with a bouquet of flowers, and the gathering also saluted the lady old Scotland Club, for the following reminiscence of the Port Bannatyne Club. Mr. Robt. Malcolm, with three rousing cheers at the call of the Provost, of the Ardmeleisch yacht building yard, was a prominent member of the old Club, and the only who, in turn, was accorded the same compliment successful challenger, over a long series of races, for at the behest of Mr. David Wooldrage, the Club President. Kirkwall Town Band rendered a the Strone Challenge Cup. This trophy, presented by Mr. W. A. Collins, was confined to 20-raters, Advertisements ili ‘ BLUE PRINTS OF DESIGNS Model Yachts. Volumes I–V were published under the title of “The Model Yachtsman.” A-Class. whee **Daphne,” (Marine Models Design)* Half-size with full-size Body Plan, 15/-. Title Page and Index. Vols. I, If or HI. “Courtesy,” by A. W. Littlejohn* Price 6d. *“‘Mussolini,” by Sam O. Berge, (Norway)t “Onward,” by Reg. W. Lance* Binding Cases. “Elusive,” by Herbert Almondt only, Vols. IV and V. 6-Metres. | vill b ‘fae t le Case, Title Page and Index), 6)-, post free. shortly. haamma Bound Volumes. 10-Rater. ee application. A. W. Littlejohn* W. J. D by D Is, (N PAPOMOVE, Pain Prints Aa See * and 12, 1/7. Vol. II, No. 1, 1/7; Nos. 2—6, 7d., No. 6, 2/1; No. 7, 1/1; No. 8, 1:7; No. 9, 1/7; / “Babette I,” by W. J. Danielst Nos. 10 and 11, 7d.; No. 12, 1/1. Vol. III, No. }, 1/7; No. 3, 1/7; No. 4, 2/1; No. 5, 7d.; No. 6, 1/7; Full-size Prints, 10/6. Nos. 7—10, 1/1; No LL LIT . Nos. 1—4, 1/1; 30″ Restricted Class. No. 5, 2/7; No. 12, 1/1. No. 6, 2/1; Vol. IV, Nos. 7— 12, 1/7. Vol. V, Nos. 1—5, 7d. ; No. 6, 1/2; Nos. “Jenny Wren,” by A. W. Littlejohn* 7—12 7d. Full-size Plans 8/6. et 24″ L.O.A. -~@ Vol. VI, Nos. 1—5, 7d., No. 6, 1/2. Nos. 70n 7d. All post free. Other numbers out of No returns can be taken more than seven weeks “Tomtit,” by A. W. L.ittlejohn.t from date of issue. Full-size Plans, 5/6. t{Full Keel. All contributions and Editorial communications should be addressed to The Editor, and must contain Prototype Scale Models. Mounts Bay (Penzance) Lugger. Scale lin. = lft. 6/6. name and address of sender. Plans When a nom de plume is adopted, the correct name and address must be enclosed for our satis- faction. Cross-Channel Steamer. ment Plans. 4/95 ¥> ? “Babette II,’ by W. J. Daniels* “Maid of Rutland.” . Nos. 7 and 8, 2/1; No. 9, 1/1; No. 10, 2/7; Nos. il . of typical boat. Prices on Back Numbers, Vol. I, Nos. 1 and 2, 1/1; No. 3, one only, 7/6; Nos. 4 and 5, > 1/7;; No. 6, 7 1/1; 36’ Restricted Class. *Fin-and-Skeg, We can ocecas- ionally supply copies of earlier Volumes. ene ashahaa Prints,‘ale12 6. ; : on) ra,’’ Vol. IV, few only, 13/-, Vol. V., one only, 17/6, post free. Half-size with full-size Body Plan, 15/-. Spray,” by Also Binding Cases Price 1/6 post free. Pinding, Vols, J, I, UI, IV or V., (including Designs to the altered rule “Evadne,” (M.M. Design).* “Flying Vols. 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In order to save time, al] letters should be clearly marked in the corner with the name of Above obtainable from the Offices of iXY Department and addressed: MARINE MODELS, MARINE MODELS, GOLDEN HOUSE, GT. PULTENEY STREET, GOLDEN HOUSE, GT. PULTENEY STREET, aes babiesp- \. LONDON, W.1, In reply to Advertisers, please mention MARINE MODELS. . : y| Advertisements iv f “Evening Chronicle” – HOBBIES & MODELS EXHIBITION CITY HALL, DEANSGATE, MANCHESTER MAGNIFICENT by SHIP MODEL DISPLAYS MODEL CLUBS, YACHT CI.UBS, etc., etc. HUNDREDS OF FASCINATING MODELS New Features include Living’ Picture Zoo, Miniature Cine Theatre, Night Photography Demonstrations, etc. OPEN DAILY 2 p.m. to 9.30 p.m. JANUARY Toth to Aft (inclusive) Admission 7d. (including Tax) Organisers—Provincial Exhibitions, Ltd. In replying to Advertisers please mention MARINE MODELS. 267 under the Dixon Kemp 6000 rule, and sailed over a triangular course on the open waters of the Holy Loch, the models necessarily being handled from skiffs. Mr. James Ferguson, of Kilmun, ably defended this cup against all comers until Mr. Malcolm scored his success. The Ferguson craft was a model with 48 in. L.W.L., 14 in. Beam, and 18 in. Draft ; the hull dimensions notably compare with some of the most successful A-class to-day. Subsequent to the cup being * lifted ** by Mr. Malcolm, the ensuing season saw the event again contested by the same owners, this time in Port Bannatyne Bay. The late Archie Hogarth, of the Americas’ cup fame, acted as Commodore from the deck of one of the large cutters in the bay. In passing, this active interest on the part of a worldrenowned yacht skipper in model racing is significant. The race conditions were the best of three runs over the triangular course. The first race brought out a ding-dong struggle between the competing pair, but after a hard tussle Mr. Malcolm secured the gun. Mr. Ferguson’s model finished in very bad condition, leaking freely. She was taken aboard the Commodore’s yacht and patched up with beeswax and varnish cloths before venturing the second run. In the interval the breeze had freshened considerably, notwithstanding which and the patchwork repairs the Ferguson boat demonstrated her superiority by winning both the remaining races, thus regaining the trophy for her owner, although the defending model made a great effort and hung on gamely until the last. The Cup remained in the custody of the Strone organisation until the Club became defunct, and is now in the possession of Mr. Jas. Ferguson, of Kilmun. We understand that the Anstruther Club is building a 36-in. model from the board of Mr. Rodrick. This class should be well adapted to the waters at Cellardyke, and it will be of interest to hear how the projected model fares when pitted against the Fifies over a long series of races embracing various conditions of wind and weather. The Lilian A-class Cup race for 1934 season will be staged on the Saturday preceding the British eliminating trials to enable entrants for the International honours to participate, if desired, before proceeding south. Waters not yet decided. We anticipate an increased entry for the Y.M. Cup from Scotland next season. Certainly there will be if the Fleetwood venue is adhered to, and the lessons learned this year (1933) may result in a more prominent showing by our representatives. Here’s hoping ! THE ScorrisH ComMopore. THE A-CLASS IN SCOTLAND. HE Annual Meeting of the Scottish A-Class Club was held on Saturday, November 25, in the Grand Hotel, Glasgow, when a very ambitious sailing programme was arranged for 1934. Unfortunately, the A-class has not developed as rapidly in Scotland as was desired by one who was responsible, in no small way, for creating the atmosphere for international racing which brought Major Heckstall-Smith into the forefront in 1922 with his Y.M. Rule. Rome, however, was not built in a day, as the legend would have us believe, and realising this the small band of Scottish enthusiasts who have persevered in face of great odds in designing and sailing A-class boats are determined to maintain their excelsior. There is no doubt they have, during the three years of their existence, by travelling to National Championships in the South, and in other ways, done more to encourage international sailing than any combination of Scottish clubs. Sustained action is assured next season as new boats are being designed and built by such keen partisans as Mr. P. J. MacGregor, Glasgow; Mr. Jas. MacBay, Aberdeen; Mr. John A. Stewart, Glasgow; Mr. J. R. Mair, Paisley ; Mr. lan MacPherson, Glasgow, and several others, while Mr. A. Johnston, of Shetland, has his last year’s boat in ‘‘ dry-dock”’ for a complete overhaul, including a re-designed under- water appendage. That there are ten A-class boats in Aberdeen alone and close on 30 in Scotland altogether may surprise not a few, but undoubtedly this indicates that experience of the A-class type is fast dispelling established prejudices and fallacies, it being realised more and more that any pond that is suitable for the large 12-metre type now developed from the altered factors of the International Rule is equally suitable for sailing A-class boats. The former, it has been prophesied, will be entirely replaced in Scotland by the latter within the next ten years, but the disciples of A-class have no desire to hasten matters unduly, on account of the vested interest of others. However, with a corresponding improvement in design to what has obtained during the past two years, those who have their fingers on the pulse of model yachting vibrations in Scotland, and are, therefore, in a position to judge, portend the early success of the Scottish A-class in World competition. “HEY MAC.” BY THE QUARTERMASTER. Owing to the Exhibition, there will be only one NORTH OF ENGLAND. meeting during January—on the 11th, at 7-45 p.m. —when final arrangements will MANCHESTER MODEL SHIP SOCIETY. Hon. Secretary :— H. 27, Park Avenue, Sale. (Lancashire and Cheshire). HE normal business of the Society has been interrupted by the arrangements for our exhibit at the Models and Marvels. Exhibition which we had than double the number on our stand of last year. of exhibits In addition to this, enormous strides have been made in craftmanship by the majority of the members, and we are looking forward to showing the Manchester public that a society of ship-lovers and_ ship modellers is making rapid headway in their midst, A further attraction this year will be a work- bench which is part of our stand, on which members will be seen at work on the ‘club’ models— a Hull steam trawler, and a West Country topsail schooner together with the blue-prints from which these models are being constructed. It is our intention YACHT SOCIETY. HE Annual Meeting of the above Scciety was held on November 14 in the Esperanto Rooms, Westgate, Burnley. During the past year two very successful regattas have been held on Lowerhouse Lodge, and owing to the increased popularity in yachts and power boats, branches have been allotted to these particular forms of the sport. All the attention of members has not, however, been confined to sailing models, and a group of models was exhibited at Liverpool at the Model Ship Exhibition. Plans have by after great trouble, from sources that cannot be purchased, and the keel laid to be the combined effort of the whole Club. the necessary been obtained been down, of the barque “* Formby,” and the work is Club, and having Moorlands, THE BURNLEY SHIP MODEL AND to sell these blue-prints to anyone interested in the construction of similar models, and we can guarantee that all details are shown accurately, information Griffiths, BURNLEY. is being held at the City Hall, Manchester, from January 15th to the 27th. At the time of writing, the details of models to be lent by the members are rolling in, and there is every prospect that we shall more be made regarding stewards, etc. for the stand. Changes have been made in the officers of the the the various following: offices are Chairman, Hon. Treasurer, Mr. Walker: Mr. now occupied W. Lewis; Hon. Secretary, Mr. questioned. J. M. Forbes, 64, I[ghtenhill Park Lane, Burnley. Stewards will be on duty on the stand each day, and will be pleased to give any information or come to the meeting held on the first Wednesday visitors may require, whether it relates to either models displayed or to details of membership of the Society. Intending members should notify the secretary, in each month at 7.30 p.m. in the Esperanto Rooms, 88, Westgate, Burnley, where they will be warmly welcomed. 269 MODEL YACHTING ASSOCIATION FIXTURE LIST, 1934. April 14th. Scrutton Consolation Cup (10 r.) O.0.D., H. G. Howard. Forest Gate M.Y. Lake. 3-0 p.m. May 19th and 2\1st. Eastbourne Cup (A-class). O.0.D., W. J. E. Pike. Gilbert Recreation Ground. 2-30 p.m. on 19th. May 21st. Manchester (10-r.) Regatta. Rusholme Park. May 26th. London (10-r.) Regatta. O.0.D., W. Stevens. 10-30 a.m. O.0.D., A. Littlejohn. Long Pond, Clapham. 10-30 a.m. June 10th. National 10-r. Championship. O.0.D., C. E. Lemon. Witton Lakes, Erdington. 11-0 a.m. July 30th to August 4th. British Empire (A-class) Championship. O.0.D., W. M. Carpenter. Fleetwood M.Y. Lake. August 6th to 8th. World Championship Races. O.0.D.. W. M. Carpenter. Fleetwood M.Y. Lake. September 8th. National 12-metre Championship. Alexandra Park, Glasgow. September 16th. National 36-inch Restricted Class Championship. Round Pond, Kensington. September 22nd. National 6-m. Championship. Barshaw Park, Paisley. O.0.D., A. McPherson. O.0.D., F. T. Clements. 10-30 a.m. O.0.D., D. Leggatt. READERS’ MODELS. 7 HIS fine model represents an East Indiaman of 1,200 tons. She is on a scale of # inch = 1 foot, making a model 3ft. ldins. from figurehead to taffrail. The model is framed and planked with greenheart frames and mahogany planking. This vessel is the work of Mr. Jesse Clements, Gravesend, and will be particularly interesting to readers at the present time in view of the series of articles by Mr. G. W. Munro which is now appearing in MARINE MODELS. : ye “S. ENE ed wa tySe By aw2 Muna. a0 SNE. 2 Re Wh. Fc Se: nip — . sage == (Continued from page 242). 1) is impossible to avoid technical terms in shipbuilding, and for the benefit of those readers who have little or no knowledge of what these terms mean, I have prepared some drawings of the construction of our Indiaman and shall include these with the notes next month so that they will be more readily followed, each part being named on the drawing. Now to proceed with the construction. On the after side of the stem is the apron or stomach piece. This fits into the stem very closely and is exactly the same shape except that it is broader at its after edge, so that the planking will lie against its sides as each plank is butted into the v-shaped groove or rabbet in the stem. This apron takes the place of the transoms on the sternpost, but as the fore end of the hull is so shaped and provided with frames, this piece of timber need not be more than twice the width of the stem. On the after side of the apron is fitted the stemson. This stout piece of oak is knee shaped like the sternson and is joggled or scarphed into the keelson. The top end of the stemson has a large piece of oak morticed to it. This is the lower deck hook which supports the ends of the lower deck, just as the lower deck transom does at the stern. This piece of timber can be seen as a rectangular section jutting out from the apron and sternson in the plate which was given last month. Before these inboard members are fitted to the stem and stern the floors must be set up across the keel. These are one to each frame and in our present design will extend from below the fore mast to below the mizen. There will be 45 of these, including the two which go to support the ‘ midship section frames. The length and rise of the floors may be taken from the diagonal lines which are shown at the bottom of the body plan. All of these floors are fitted square across the keel and are notched in the middle for this purpose. I do not know if there was a definite rule to this effect, but in most of the designs I have handled the sections are spaced five feet apart, and this gives two floors to each section, the space between each floor being just a little more than the width of each floor. Resting on the floors immediately over the keel is the keelson, which is a number of lengths of timber scarphed together as in the case of the keel, the extremities taking a gradual curve upwards on the deadwood, and, finally, joining the stemson and sternson by means of a joggle or hook scarph. We now have the backbone of the hull set up, and so may proceed with the frames which are cut and shaped to form the body of the hull. The ground futtocks are next to be fitted to the sides of the floors. These sections of the frame extend from the sides of the keel up to the middle diagonal shown in the body plan, and are placed on the fore side of the floors, which continue aft from midship section, and on the after side of the forward floors. It is usual and, in fact, necessary, to nail long battens on the outside of the frames in order to fair up the work as it proceeds, and to act as a guide for the filling timbers, if used. The present ship has double timbered frames so we need not go into that matter here. The next timbers to be set up are the futtocks, which are placed end to end with the floors and overlap with the ground floors. The lengths of the futtocks, as well as the curviture, may be taken as the part of the section between the top and bottom diagonal in the body plan. In the same way the top timbers are placed and set up in position, and so on until the deck is reached. The correct method is to form the midship section, which has three timbers to its width, and set this up in position correctly and so work the other frames and their timbers in a fore-and-aft direction. With double timbers the space between each frame is so small that it would be impossible to fasten them in a fore-and-aft direction. It will be seen that so far the hull or body of the ship has very little curviture in the sides, and this is known as deadflat or middle body. But from here the sides curve in towards the stem and stern. It is obvious that the frames could not be set up square with the keel to take this curve, and so cant frames are used. These are set up on the deadwood and project at right angles to the outside planking. The position of the cant frames was shown as dotted lines in the waterline plan. On the sheer plan will be noticed a curved line, more or less parallel, and some way below the sternson. This line indicates the lower end of each cant frame, which is bolted to the deadwood. The cant frames are made of lengths of timbers or futtocks, the butts of one falling in way of the middle of those on either side. The aftermost cant frames are known as Fashion pieces and either terminate at their upper end in a transom or have notches in the after side to support the transoms which jut out to this point. At the fore end of the hull, where the curve of the bow runs almost athwartship, the ordinary method of setting up a cant frame will not do, so knuckle timbers are used. These are small timbers which are set up and fastened to the foremost cant frames in such a way that they radiate outwards to meet the others which are radiating forward and inwards. The numbers and position of these knuckle timbers may be seen in the waterline plan. The exact lengths of the several pieces which go to make up the framing of the hull will quite easily be followed in our next diagram. The position of the decks and the beams which support them must next be considered. Just as there is a midship frame so there is a midship beam, which is the widest or longest of all the beams. I did not show the position of the beams and decks in the sheer plan as I am of the opinion that too much detail is apt to fog the design. However, these are all shown on the constructional drawings, or profile, as they are known. Having settled the height of the decks (which are roughly : lower deck, just below or level with the waterline; main deck, seven feet above the lower deck, not allowing for beams; upper deck, six feet above main deck; poop deck, six feet above upper deck), we must settle the position ofthe beams. These must give support to more than the decks, and should be so placed that some will strengthen and give support to the mast partners, support the capstan, define the fore-and-aft length of the hatchways, and come where best for the support of the guns. The beams are made up of either one, two or three pieces of square timber. Where the hull is wide the two or three pieces are scarphed together at the middle line of the ship. Each beam is cambered according to its position and which deck it is supporting. The lower and main decks have not so much camber as those above, which are exposed to the weather. It has been (and still is with many) a superstition that camber strengthens the carrying capacity of a beam, but as the beam relies entirely on its piers for strength and support, which is the framing of the hull in this. case, and which again is relying on the beams against pressure from without, we may rule out this idea once and for all in ship building, and introduce it merely to carry the water off the deck. The lower deck in our present design has }in. camber to the foot of beam, the main deck }in. to upper deck } in. to the foot. the foot, and the The ends of the beams butt against the inside of the planks of the ceiling, which will be described later, or the frames themselves. In some ships a long triangular stringer ran along the inside of the frames and so formed a shelf on: which the beams rested. In other ships each beam had a knee to support its ends. These knees were usually made of oak, but as the Navy had first call on the timber available in the country, iron knees were introduced and would most probably be used on our ship. In the middle the beams were supported by pillars which were square pieces of timber set up on the keelson, the corners being bevelled most of the way up. The main and upper decks were similarly supported by pillars, set up on the deck below. Where these pillars interfered with the use of the capstans, etc., they were doubled and placed on either side clear of the radius of the capstan bars. On top of the floors and up each inner side of the frames the hull is planked to protect the cargo and generally finish off the stowing space below. It will be seen from this that with the outside planking the hull is not virtually, but literally, three-ply throughout its length. (To be continued). The Figurehead of the ‘‘Daring.’’ will be remembered that in my articles on brigs, some time ago, I mentioned that I did not know the exact character of the figurehead on the “Daring,” and, therefore, suggested a warrior of the classical type. During a wander through the Royal United Services Museum, in Whitehall, I spotted the actual carving and so memorised the colour and other details. Sketching r and photography is prohibited in this building, so I have had to rely on my memory. Figurehead of 12-gun Brig “Daring,” A.D. 1844 Hull Lines published September 1932 The carving is painted in natural colours, the seaman’s face being a good sun-tan. Ihave, perhaps, put a little more character into the face, but otherwise I believe the likeness is, .at least, passable. The straw hat is a bright yellow or straw colour, with a black. band bearing the name DARING in front, in white. The hands and folded arms are very weak in the carving and I have. depicted them so. There is one other point which I should like to correct since I have had use of the Admiralty drawings. The “Daring” was steered by a large wooden tiller, and not a wheel, as shown in my drawings. The tiller projected forwards exactly ten feet, or equal to two sections on the original design. I have also been able to find out the exact type of anchor carried. These were of the Roger’s pattern and exactly ten feet long, not G. W. MUNRO. including the shackle. MAKING THE VINES’ FLASH STEAM ENGINE. (Continued from page 232). timers eccentric is a fairly complicated job, but if The eccentric is put in the vyce with a couple of tackled in the way described should not be beyond the powers of most constructors. Mount a piece of mild steel in the four-jaw chuck and turn down to 3in. diameter. Leaving the flange at the after end turn down the rest of the job to Sin. It will be seen that the part that accommodates the grub screw is turned down slightly, and this should be done next, making ajlowance for the bearing ring at the forward end. The bearing ring need not be more than 1/64 in. wide, and the turned down portion has to accommodate a din. grub screw. The great idea is to give as wide a bearing surface as possible and the builder must space out accordingly. When this has been done the groove for the ring pieces of sheet lead to protect it from the jaws, and as much metal as possible drilled and filed away to can be cut. This ring is made of 4;-in. spring steel wire, filed flat on the sides, and the groove should be cut of a suitable width leaving just sufficient metal on the outside to hold it securely. Face off the end and we are now ready to bore the hole for the shaft. To do this the job has to be shifted 7/64 in. off centre in the chuck. The job is now centred, anda 4-in. drill run through. This is followed by a #-in. drill and finished out to the exact } in. Turn the end down to form the bearing ring. The grub screw comes. at the thickest part of the metal and this can be easily ascertained by revolving in the lathe and marking with the tool. The hole for the grub screw can now be bored with }-in. tapping drill. The job must now be parted off, leaving the ,-in. flange. This may be found a little awkward with the job out of centre, but it will ease matters if a cutting lubricant is lighten it. The holes drilled for this purpose can be seen in the diagram. It is now case-hardened, particularly the bearing surface of the eccentric. That completes the crankshaft. One point that might be borne in mind is that the small distance piece against the after bearing can be adjusted in width to take up any small discrepancy that may manifest itself when the wholejis assem bled. The cylinder has already been made and machined but requires finishing inside. This is done by a process known as “Lapping.” This is quite a simple job. Take a piece of old pipe of any kind having a bore a shade larger than that of the cylinder. Plug one end and melt some old lead in an old saucepan or any suitable tin. If a tin is used, however, it must not be one with soldered joints or the bottom will drop out with possibly unpleasant results. The old pipe is used as a mould in which to cast a lead stick. Care must be taken not to pour the molten lead into a damp mould or it will splash, and a splash of molten lead can be very dangerous especially if it goes near the eyes. As soon as the lead is cool, put it in the threejaw chuck with about three inches projecting. Turn down the stick until it fits the cylinder, finishing with a smooth surface. The fit required is an easy fit as the lead stick is going to be smeared with grinding compound (such as is used for grinding in motor valves) and used to grind the inside of the cylinder to absolute smoothness. Do not remove the stick from the chuck during the grinding out of the cylinder. Revolve the stick at a moderate speed in the lathe and holding the cylinder in the hand pass it backwards and forwards with a slow even motion the- length of the stick. The idea is to grind the whole of the employed. In fact, all steel turning is greatly facilitated by doing so. The grub screw is {-in. Whitworth, or other fine thread. This is hardened and tempered, being jet down to a dark straw colour. ‘ The spring ring is spring steel wire, bent to shape, filed flat. It is finished by being rubbed on emery cloth laid on the glass face plate previously referred to. It must be a tight fit in the groove so that it inside evenly. snaps into place. is requisite. A fine grinding paste does all that This is about the simplest possible 273 method of lapping out a cylinder and _ perfectly out the shape of the outside and finish off with a effective. round nosed tool. When the operation is complete, wash the inside of the cylinder out thorougbly with a brush and paraffin. It will be seen that a matt surface has Before parting off it is necessary to mark the positions for the gudgeon pin holes. It is absolutely essential that these must be squared and dead opposite each other. Put a light line right round the stiffener with a pointed tool to mark the height been left. There is no need to polish this as the piston rings will readily polish this in use. The piston is of cast iron (No. 15.) The material is a piece of cast iron ‘stick’ of a size suitable to finish 1” and about 2” long. Turn down until it just fits inside the cylinder. The inside is then bored out. It will be seen in the drawing that there is a shoulder against which the steel piston of the holes. stiffener (No. 16) lathe turn during the process. Give the work a half turn and bring one of the scribed lines back dead to the height at which the scriber is set. Take the scriber to the other side and compare with the other scribed line. If the height has been guessed exact, nothing more need be done, but if as is more than likely the scriber does not coincide with the line, mark another line. This gives one line on one side of the stiffener and two on the other. The position for the hole on the second side will be half way between the two lines there. butts, and that the wall above this is sufficiently thick to accommodate the grooves for the rings (No. 17.) As there is very little strain on the skirt, this part in particular can be turned down very thin. Whilst the piston is still mounted in the chuck turn the oil grooves (No. 17a.) These are very shallow and rounded like a gouge cut. Ifa square bottomed groove is cut in this very thin metal, the skirt may crack round the groove. The next thing is to cut the grooves for the piston rings. These should not be wider than ;; in. With regard to the depth of these grooves it should be sufficient to take a ring ;4; in. deep. When boring out inside it would be as well to check the internal diameter of the piston with calipers so as to leave sufficient metal for strength. There is considerable strain on this part of the piston and this must be allowed for. At the same time lightness is most important so that judgment is required. If the worker feels competent he can use thinner rings and thereby reduce the whole weight at this point as the grooves will be shallower and less metal is required at the back. Bore the hole at the top stud on the piston stiffener. of the piston for the Use }” tapping drill and then tap the hole. A }” Whitworth would be a good thread to use but there is no reason why any other convenient thread should not be employed. The piston can now be parted off leaving only a thin section on top. As the piston is very thin care must be taken in order not to distort it in handling. We will, therefore, make the stiffener before proceeding with the piston rings. The stiffener (No. 16) is made from a piece of mild steel bar. Mount in the chuck with about 3” projecting. Turn up until it just fits inside the skirt of the piston. Cone out the inside, first leaving sufficient metal to form the gudgeon pin lugs. If the drawing is carefully examined it will be seen in the finished part there is no continuous skirt all round this stiffener but a lug is left each side for the gudgeon pin (No. 18). Bore out parallel for the depth of metal required to make the lugs and then cone out to the exact shape shown. Rough is In order to get these holes opposite each other, a scribing block must be used. Set the point as near as possible to centre height and screw up tight. Using the bed of the lathe as a base (or the boring table according to the lathe used), scribe a line front and back, being careful not to let the Turn down the top to form the stud, and finally part off allowing sufficient to screw through the piston and take the lock nut. Ifa little too much is left it can easily be filed off when finally assembled: In fact it will facilitate matters if it is left a little long for the moment. Very carefully and lightly make two pops with the centre punch for drilling the gudgeon pin holes. Put the stiffener in the vyce padding the jaws with two pieces of sheet lead. Take a small drill about ;4 in. and using a light hand drill run the drill in from each side just far enough to see that the holes are dead on position. This can be verified from the markings that have been made. Mount the stiffener in the lathe with one of the holes against the back centre. Use a small drill and run a pilot hole through the first side. The drill must run dead true in the chuck and be mounted with not much projecting. The work should be held firm in the hand during this operation, and is fed up with the back centre to the drill. The stiffener is then reversed and the other side similarly treated. The hole is then opened up to a little under ;; in. with a larger drill and finally reamered out to ;‘; in. exact. If everything is set up properly during these operations the work will be absolutely steady, but if the drill is whipping or the holes out of line it will be apparent. This operation has been described at some length as it is very important to get these holes dead true, but in practice it will be found that if reasonable care is used the performance is by no means as difficult as it sounds. (To be continued.) 274 HULL DESIGNING FOR BUILDERS OF WORKING MODEL STEAMSHIPS. (Continued from page 225). By ATLANTIC. ts previous instalments I explained that the total stability of a vessel is a product of its natural stability from form, and its artificial stability from ballast or other weights in the hull. I have dealt at some length with longitudinal! stability and trim, and we now pass to transverse stability. ment She cannot do this, however, and accordingly rises to the point when her displacement is uniform. She is then floating as in Figure 19, her in-wedge and out-wedge being equal. The C.B. moves and takes up a new position to suit the altered shape of the immersed body. Provided weights are either on the centreline or evenly distributed to port and starboard, the normal trim of the vessel will be on an even keel. Further, provided the C.G. is below the C.B. the vessel will have the power to right herself under any condition. The lower in the ship weights are carried the greater will be the righting power, Me LWwL for the simple reason that the leverage is increased. her rolling propensities. As will be seen later the C.G. can be above the C.B. without the vessel being in a state of unstable equilibrium, but this entirely depends on the height of the metacentre in relation to the C.G. This is explained later in this exposition. The righting power of a vessel can be calculated, though this is rarely necessary in a model. At the same time the model designer should have some knowledge of the subject in case it is ever required. A section is shown in Figure 18, floating upright. ie “D ees On the other hand, if weight is stowed too low on a steamer, it will have a pendulum effect and increase jt wesc Figure 19. In a sailing vessel the rates of entry and delivery are arranged so that the vessel settles down and lengthens as she sails, and very careful comparison of heeled and upright displacement is made. But a sailing vessel is normally heeled under way, whereas a steamship is normally upright. The steamer model designer need not, therefore, worry himself much about this question. through the intersection of the L.W.L. and centre- I am always a bit diffident about using the word **metacentre ’’ (M.C.) because people think one is line. getting The dotted line shows an angle of heel taken out In order to.make matters clear a pretty heavy angle of heel has been taken. It will be observed that the triangle marked “out” is lifted out of the water on the weather side, and the triangle “ in ” very highbrow. Yet the main difficulty about understanding this is that the explanations given in text-books are so involved and unnecessarily are spoken of as “wedges.” Now the in-wedge is obviously greater than the out-wedge. If the vessel, in heeling, maintained her waterline as the obscure. When studying this subject myself I was badly fogged simply because of lack of proper explanation. The C.B. or C.G. are easily comprehensible because they are tangible centres that can be found by actual experiment, but the MLC. is a dotted line she would have increased her displace- theoretical centre and not so easy to understand, is put into the water to leeward. These triangles In Figure 20 the same boat is shown. The C.B. is marked & and the C.G. marked G. The position of heeled flotation is shown by the dotted waterline, and the new C.B. at C. Through C a line is drawn perpendicular to the heeled waterline. This perpendicular is, practically speaking, the centreline of the underwater body when heeled to this angle. This perpendicular cuts the original centreline at M, which is the so-called Metacentre. If the reader will take the trouble to draw a few different sections and put in, and find the M.C. in the above way at Figure {8. various angles of heel, he will find that the M.C. height of any section varies with its angle of heel, 270 but that it is fairly constant at low angles of heel up to seven degrees or so. Moreover, every different section has its M.C. at a different height. Thus, if three different sections are taken and all heeled ten degrees they will have three different heights for their M.C. It will also be found that beam and depth have a tremendous influence on the height of the M.C. Thus a beamy shallow section will have a high M.C. up to a certain angle of heel, but at greater angles the M.C. falls rapidly until it drops below the C.G., when the boat capsizes. The height of the M.C. is a direct indication of the natural stability of a vessel at the angle of heel in question. With the beamy shallow vessel the M.C. accordingly tells us that this type is very stiff at small angles of heel, but once heeled to greater angle the stiffness rapidly decreases and the capsizing point is arrived at pretty quickly. On the other hand a deep narrow vessel has not such a high M.C. at small angles of heel, but it does not drop rapidly, and as greater angles are reached this type of section is far stiffer and safer. The reader probably says to himself, “ Well, this is all very pretty, but how am I to make these experiments when Mr. ‘ Ailantic’ has not told me how to find the C.B. of a section?” That is a true indictment so I will now repair this omission. It will be remembered that I showed how to find the fore-and-aft position of the C.B. by balancing the Curve of Areas on a pin-point. The present method is very similar. Cut the underwater portion of the section out of a piece of paper. Take a pin, a piece of thin string, and a small weight. Tie the weight on to the string and put a small loop at the other end to form a plumb line. Pin the section up on the wall by one corner and let it take its own balance in hanging. Slip the loop of the plumb line over the pin. Mark the position the plumb line hangs on the section. The easiest way to do this is to put a dot near the bottom, take the paper down, and rule a line from the pinhole to the dot. Hang the section up again from its opposite corner and repeat the process. The point of intersection of the two plumbed lines is the C.G. of the paper or card that represents the section, and is, therefore, its C.B. If the pin is put in a dozen different places on the section it will be found that the C.B. comes out the same. This process can be applied upright or heeled, but obviously when the vessel is upright the C.B. falls on the centreline. Now this is pretty simple so far, but only a simple section (the midships one) has been dealt with. Suppose it is desired to find the exact position of the C.B. of the whole vessel? Actually this is just as simple a process, but rather more lengthy. Draw each section on tracing paper separately. A quick way to do this from a half-section body plan is to turn the paper over and trace one halfsection on each side of the paper. Be careful to put in the centreline. The L.W.L., of course, forms the upper edge when cut out, and if ruled right across when first half-section is drawn will ensure the two halves registering. When all the sections are ready put a small dab of paste in the middle of one of the centre sections and, being sure it registers exactly (using L.W.L. and centreline as guides), stick the next section on top of it. The whole lot are then built up in this fashion. Balance and find the C.B., as described, for a single section. This gives the transverse position of the C.B. Its longitudinal position is found from the Curve of Areas as already described. (To be continued). HOBBIES & MODELS EXHIBITION, MANCHESTER. The Third Annual Hobbies and Models Exhibition will be held in the City Hall, Deansgate, Manchester, from Monday, January 15th, to Saturday, January 27th, inclusive. This Exhibition, which is now an established feature in Manchester will again have the strong support of Clubs actively interested in Ship and Yacht models and model-making, and our readers can look forward to spending a very pleasant hour or two inspecting the hundreds of interesting models which will be attractively staged in the commodious City Hall. The organizers have retained many of the exhibits which were so admired last year, and have also introduced several new features which they feel sure will be well received by visitors. In addition to models, various other hobbies have their place Figure 20. in this comprehensive Exhibition. A number of models of great variety, not previously shown in Manchester, will also be displayed this year. The Exhibition will be open from 2 p.m. to 9-30 p-m. each day. Every reader should make a point of viewing this wonderful display, and of making the acquaintance of the “model” clubs Officials, from whom he will receive a cordial welcome. area of approximately 100 sq. in. CORRESPONDENCE. 10-RATER DESIGN. Sir, I was very interested to see the design of the i0-rater “Evadne” in your September issue, for in 1921 I wrote the following in the pages of a contemporary that, at that time, included model yachting in its contents. “ Then, too, there is the matter of length. The generally excepted L.W.L. length still remains at about from 36in. to 40in., although there are many possibilities in an increased length of L.W.L. “A 10-rater with, say, a 50in. L.W.L. and a sail spread of 1,200 sq. in., would be something of a novelty, but well worth the trouble of experimenting with.” This, as I well know, is the greatest length that can be accommodated in trains or omnibuses. If this be made the L.W.L. length then with a 72 in. L.W.L. you are allowed approximately 850 sq. in. of sail, which actually is about 950 in., and by careful study of the M.Y.A. Rules you can get this increased to 1,000 sq. in. and so on ad infinitum. There is no doubt in my mind that your design would be fast, and anyone building from the design should be amply rewarded. With regard to the difficulty you raise as to making a hollow curved mast, this difficulty can be overcome by making the mast to size in the square, and then steaming and bending to the desired curve, the spar to dry and afterwards But if length be the desired object why not go a step further and give your next 10-rater design even The only limit to the length in the case of the 10-rater is that the craft has to be carried about for inter-club matches, etc., and this limits the length to 72 in. overall. more of sail particularly as measurement allows the modern an untaxed allowing correct section, then hollowing and, finally, glueing the two halves together. Yours truly, W. J. E. PIKE. ee method length, thus working to the One of our From an original from a reader. drawing by H. W. Hartnell, Canada. Christmas Cards ini yh‘33hk “BOFFIN IS LENGTHENING HIS WORKSHOP” “YES, HE’S GOING TO BUILD A TEN-RATER”” Printed and Published for the Proprietor by H. G. STONE & OCo., (Printers), Ltd., Town Green, Wymondham, Norfolk. SPEND A SHADE MORE TO OBTAIN P| VALUE. Any type of hull from A-class to 24-inch built to any specification or my own design. Minimum weight, absolute truth, best yellow pine. | personally finish every hull by hand methods. Power boat hulls to any A specification in wood or metal. Complete Models finished in exhibition style NORTHWICH, Model Yachting Association on OTICE is and building all types of racing ° yachts and their sails and fittings. given that ‘ If you can sail her I can build Cheshire fr the Annual General Meeting will her-—THE WINNER. inne Eee Racing Model Yachts J. ALEXANDER & SONS 26, Jan. 27th, at Anderson’s Hotel, candidates are now SAILS due, SPARS If you want to beat the best Yachts, Sails, Spars or Fittings, you must go to ALEXANDER’S Racing Model Yachts N. FORGE, WHITE HEATHER (HON. SECRETARY), London, N.3. ME a y, TRADE SUPPLIED. XY SAILCHhOTeH.. SAILS MADE TO ORDER WATERPROOF, UNSHRINKABLE, UNSTRETCHABLE Very BY FAR THE ACCESSORIES Power Boat Hulls of all descriptions 151, Lichfield Grove, & ancs. Expert Model Yacht Builders Meeting. \ L Send Stamp for List. and must be paid before a Club Appointed or Individual Member can take part in Annual General C. reston, FITTINGS SPECIALISTS for Secretary M.Y.A., by Jan. 28rd. subscriptions Pp As ton, election as officers or councillors must be in the hands of the Hon. All Victoria Parade, h Fleet Street, London, E.C. of Q° ‘ be held at 3 p.m., on Saturday, Nominations Forty years experience designing, e 26, ALDERLEY ROAD, made to order. f BA R K e light and MOST strong. EFFECTIVE Suitable for MATERIAL x