Marine Models: Volume 7, Number 2 – May 1934

LAT ot > > tytj YZ, ty G7. > ae. Li WEA js seeees oo eeneseses SSSND) . INCORPORATING THE MODEL YACHTSMAN AND MARINE —— Vol. 7, No. 2. MODEL MAGAZINE Published on the Seventh of each Month. MAY, 1934 EDITORIAL. HE Racing Season is now at its commencement, and from all we have heard big developments will take place before it closes. As far as England is concerned the 10-rater class has the largest following, with the A-class a fairly good second, but the little 36-inch boats will soon have to be reckoned with numerically. In Scotland the 12-metres is still the most popular class, but the 6-metres is gradually coming to the fore on account of its handy size and because the class makes a better model than the larger 12’s. The A-class makes slow headway, but this progress is largely due to a healthy desire amongst Scotsmen to trounce the Sassenach at his own game. In the States the A-class has largely superseded the old American racing classes, but its supremacy is now seriously challenged by the Marblehead 50-800 class. An article on this appears elsewhere in this issue, so we will not comment further here, except to add that the adoption of this class by Britain would be very popular in the U.S.A. and serve to link the model yachtsman of the Englishspeaking races closer together. On the Continent model yachting is somewhat under a cloud, due to the general political and financial difficulties. Even there we hear of a desire for a simpler rule and small handy-sized classes. There are a number of different schools of thought amongst model yachtsmen—those who like large boats, those who prefer small, those who like a rule founded on real yachts, those who think that rules should be simple and specially drafted for models, and so on. All are of importance and must be adequately catered for. One great reason for the success of the A-class is its international status, and the time seems ripe for one of the small classes to receive a similar recognition. Another reason for the success of the A-class in this country is its big annual regatta, lasting a week or more. This makes it worth while for men to go considerable distances to participate, as they can make this their annual holiday. Further, the number of days raced preclude the possibility of a “snap” result based purely on the weather conditions of a single day. Again, an important event of this kind makes it worth the while of seaside pleasure resorts to cater for model yachtsmen and results in the building of new lakes and extension of facilities for the sport. We venture to think that there is great scope for extension and development along these lines, and that it would be most beneficial to the sport generally if each of the recognised classes had its own big regatta. These could be in various centres throughout the Kingdom, and if they were all timed to come off at, say, the August Bank Holiday, this would be a sort of ‘ Model Yachting Week” that could not fail to be impressive and have its effect on the general public. Hitherto the Championship events in classes other than the A-class have not really been championships at all, as they have had a purely local appeal. That there is a desire for a really genuine representative British Championship event as far as the 10-rater class is concerned, at all events, is evident. In this connection we are given to understand that a scheme will shortly be promulgated, the object of which is to bring together the best 10-raters 28 from the Clubs affiliated to the M.Y.A. in an annual contest that will give the winner a genuine claim to the title of “ Champion 10-rater.” It is proposed subsequent years this scheme may have the backing of the Association, and it is suggested that funds at present expended on purely local events for the to stage the first of these events this year, and only class may be devoted to this object. and date, when official notice will be given. Four substantial prizes have been guaranteed in the stood from the outset that this is not in oppositi on to the big A-class Regatta, but in response to the remains to settle the venue, amount of Entry Fee expectation season. The Fixture List that this event M.Y.A. for has 1934, will take already but it is place arranged hoped that this its in The promoters of this scheme wish it to be under- demand for a big event for the class that is the strongest numerically. YES! WE DO NEED AN INTERMEDIATE CLASS. By YARDSTICK. I HAVE had as well as several others which the privilege letters which appear below of “Not for publication.” seeing the two before publication were sent marked Now it evidently appears that an intermediate class is desired, but according to Mr. R. G. Momber, we are to be describes as family car.” governed by the size of what he “the body space of the ordinary Do the majority of model yachtsmen who go in for this size of boat possess cars at all ? From the letter of Mr. E. Cheney it would appear that the suggestion of our taking up the 50—800 Class is welcomed in the States as giving the small boat men a chance of an International Race. Moreover it is quite possible from what one has also heard that a movement will be started in the States to couple the A-class International Event with an International Event for the 50—80G Class, both to be of equal importance and on an equal footing, the venue of the following year’s races to be decided on aggregate score over the two classes. This is obviously the most important develop- ment since the initial races held with the A-class. Further the adoption of the Marblehead 50—800 class as the “International B-Class” would at once give it a status ever have. that no other small class could The Americans paid us the compliment of adopt- ing our big boat class. Ought we to return the compliment by adopting their small class ? Mr. Momber shape.” Mr. sneers at this class as not *‘ship- Cheney from actual experience describes it as a “splendid class.” Which are we to credit ? If we adopt the Marblehead Class, international racing is sure to follow, and in its train that “inter- club competition” which Mr. Momber so desires. If we adopt a 45-inch boat, we are not even certain of that “inter-club competition.” I know what Mr. Momber says about the dimensions of his “ordinary family car’’ but when the time comes, he will move up a little and make room for the boat which he hopes is going to win international honours ! Moreover [ have been told that there is some likelihood, in the event of this class being adopted as the International B-Class with an equal status to the A-Class and the regatta being held in the country of the winner on Aggregate, of the presentation of an “International Cup.” One thing is obvious that if this is done we shall have an International Regatta that will be far more representative than ever before, since in it we shall have complicated the A-class, rule, to a simple rule. and a large yacht to a the B-class, a small yacht The International Races made the A-class and gave the whole sport importance. The addition of the 50—800 as a B-class would add to the small model the cachet it has previously lacked. In conclusion let me thank both Mr. Momber and Mr. Cheney for their kind appreciation of “Iris.” As published, however, she does not represen t the original lines as the after part of the boat is not fair. The original drawing is perfectly fair but the reproduction is not. The blue prints, moreover, are perfectly fair and also have an improved sailplan, besides one or two additional details of rigging, etc. AN INTERNATIONAL RACE FOR THE 50-800 CLASS ? Dear Mr. Editor, My March number of MARINE MODELS just came to hand, and I am sitting down immediat ely to thank you for the splendid tribute paid therein to our increasingly popular 50-800 Class model. I cannot too strongly recommend this smart little yacht to you. It is all that ‘“ Yardstick ” claims for it and, if adopted internationally, would nicely round out the fleets on both sides of the Atlantic. The rule is simple to build to, thus stimulating interest in the novices who are our potential champions, offers almost unlimited scope to the ingenious designer, but, at the same time produces, when properly built and handled, a model that will perform creditably in any weather. Your experimental design, “ Iris,” looks good, and is not unlike the best 50-800.design I have seen on this side, namely, “‘ Wanderer,’ by Wm. R. Loughlin, from which three models have been built and seem to be practically unbeatable up to date. Adoption of the 50-800 Class by your Association would aid greatly in simplifying one of our greatest tasks in the American organisation by reason of giving to our vast number of devotees of this class the same prize to compete for—an International race. It would, incidentally, solve the problem of obtaining a mate on foreign shores—the 50-800 Class challenger mating for the A-class Secondly, your very clever “Iris” design is clearly what the rule demands, but what we, small boat men, demand is not a “ very wet’ (your own words) racing machine, but seaworthy looking craft, with decent beam, freeboard and overhangs. It will clearly be for the M.Y.A. to consider a formula in due course, but in the meantime let us have workmanlike suggestions and not let go the substance of inter-club competition with shipshape boats, easily transported, for the shadow of problematical international events with freakish craft. Yours faithfully, skipper R. G. MOMBER. and vice-versa. (C.M.Y.C.). There are many clubs in the States where only this smaller class is sailed, and these clubs, ever growing in number, complain bitterly about being CORRESPONDENCE. assessed for the annual expenses of our A-class Challenger. Adoption of the small class would, if actually raced internationally, solve this problem beautifully. I hear occasionally from Mr. Hede, of the Swedish Association, who states that his countrymen’s fondness for open water sailing keeps them from the international. Might you suggest the Forbes Trophy Open Water Race as a lure to welcome them We must bend greater efforts to into the fold? revive interest in the other nations. With very best wishes I remain, Cordially yours, E. (President, L. CHENEY, M.Y.R.A. of America.) We have to apologise to readers for the reproduction of the design of * Iris,” which is referred to above. The original drawing in perfectly fair, whereas our possession shows her the reproduction is unfair. We have been unable to trace how this occurred, but can assure readers that the sets of plans on sale are quite in, order. These include a slightly amended sailplan and are priced at 12s. post free.—Editor, MM. THE MODEL FIT YACHT OUR MUST CARS! Dear Mr. Editor, MARINE MODELS is to be congratulated on having put the question mediate class?°’ “‘ Do we need an inter- We do. It is only by encouraging an attractive type of easily transportable boat that inter-club racing can be given full scope, and model yachting receive that impetus of local patriotism which is an essential element in the popularity of all other great sports. But the 50-800 rule will not do. body space of ordinary family cars—and we BOATS. In view of your increasing circulation, and also increasing interest in power propelled model boats, I fear I am entering a veritable hornet’s nest when I write you on the following subject. For many years amateur speed boat builders have pinned their faith on the hydroplane type of hull. Now this type is, as we all know, actually the fastest hull form known to science. But, as anyone who has had a Naval Architect’s training knows full well, “‘ speed and speed only” is a thing that is almost unknown, save, perhaps, in the case of the Torpedo Boat Destroyer. But the Destroyer form reduced to model dimensions means an almost unstable hull. In other words, speed is not, with above exception, placed first when the design of a high-class vessel is contemplated. Hydroplane speed is, moreover, a thing too easily attained. Beyond arranging the lengths and angles of the underwater body, the question of hull design really does not arise. Further, can a trained eye imagine anything uglier than a model hydroplane ? Few model builders have actually fully explored the problems which arise in the design of a high-class type of displacement hull—where the actual speed is still relatively fairly high. (Of course, builders and designers of full size hydroplanes have fully explored the problems involved in displacement boat design.) Displacement boat design gives ample scope, and many are the subtle points involved. Now I am in the hornet’s nest ! ! Yours faithfully, Firstly, 50 ins. is too long for easy transport by ear. 45in. LOA is the absolute limit in this respect, as you will find out if, instead of jeering at “ babies.” you take the trouble of looking into the not all own limousines. FAST MODEL POWER Sir, do “EL QUINTO.” (That is, Mr. Editor, the name of my boat !) 30 A WORKING MODEL OF A CANAL. ECHANICAL movement always attracts the eye especially in models, but it is remarkable to have this movement combined with a realistic scene, as in the case of the model illustrated. Perhaps it is this unique combination which has made the model so popular first at the British Industries Fair and later at the various places it has been displayed, all over the country. ose The model, built by Basset Lowke Ltd., the model makers of Northampton for the Grand Union Canal Company, represents typical canal areas in England—industrial and rural, and was built to show the possibilities of modern canal transport. Glimpsing it at eye level with the shadows of familiar country objects reflected in the dark water —trees, telegraph poles, bridges—it is really a masterpiece of realism in miniature. 3 Built in the record time of 4 weeks the model is over 17 feet long and 4 feet wide, and is based on a scale of } inch to the foot. It contains 9 gallons of real water, specially darkened by a chemical process, a motor barge, which plies up and down, and a working lock. The water level in this is regulated by a concealed centifrugal pump and pipes beneath the surface. The model canal consists of a concealed basin under the hill at one end, opening out into a stretch of canal, which runs through country scenery—tow paths, fields, hedges, trees—into a lock, with lock-keeper’s villa alongside. Passing a neat overbridge the canal runs through industrial surroundings—a lighted canalside factory and load- ing yard—and so into a shallow basin. The feature which most puzzles the onlookers is how the motor barge keeps to its course so truly. This is quite simply achieved by a vertical rod attached to the bottom of the barge with a roller on the end running in a metal guide channel on the bottom of the canal. The darkened water concealed this ingenious device effectively. The makers have put a wonderful amount of detail into the work. The minute rural tree stumps, and bales of goods were as accurately finished as the larger units, such as the motor boat and butty moored alongside, and the hump-back road bridge at the end of the model. But perhaps the lock itself contains the most detail. It is picked out in blue brickwork, and the lock-gates are worked out in non-ferrous metal with their contact surfaces faced with soft rubber to General view of Model Canal. 31 keep the lock chamber perfectly watertight. These gates are manipulated by hand by the attendant in charge. So great was the public appeal of the model at the British Industries Fair that it was almost impossible to get near the stand, and it is now being shown in different parts of the country to revive interest in canal transport. England was one the last countries to take up canals seriously, and consequently she is behind other continental nations in their development. The Grand Union Canal Company are however doing great work to improve and popularise their system, and spending no less than one million pounds on improving and widening the whole system and in making a new section of the canal with 52 new locks. The new type of motor. propelled barge with 12ft. 6in. beam will hold more merchandise and do the journey more quickly. The possibilities of commercial canal transport are immense. Transport is much cheaper and safer, and it is estimated that many canalside factories will be built, using this method of transport for carrying and distributing their goods. MASTS AND SPARS (CIRCA 1790—1815). By H. Owzn. Yeo the exception, perhaps, of a few of the smaller cutters, vessels of this period carried “armed”? masts—or masts composed of several pieces of trees coaked (mortised) hooped and woolded together to form a whole, which in every respect was stronger and less liable to spring than single tree or pole masts. These armed masts consisted of a spindle or upper tree, two side trees, and then keel pieces, side fishes, cheeks, front fish, cant pieces and fillings. The Spindle or Upper Tree was made, in the case of the largest masts, of two trees coaked and joined together in the middle, being held by bolts five feet apart. This spindle tapers towards its upper and lower ends. If suitable timber available the spindle was composed of one piece. The Side Trees of largest masts were made of two pieces coaked in the middle and bolted with bolts In the case of smaller masts the ten feet apart. side trees were sometimes in one piece coaked into the lower taper of the spindle and after that into each other and bolted through with bolts five feet apart. The mast at this stage had gained and side fishes, and the latter to make a good round with the side of the mast and the upper part of the front fish for woolding purposes. The whole is then strongly woolded together between every loop with twelve to thirteen close turns of rope, each turn secured by woolding nails with leather under their heads to prevent their cutting. Masts of cutters and mizen-masts of ships were never woolded. Masts of lesser diameter consisted of two trees called the upper and lower tree, which were scarfed and coaked together in the middle, the upper part forming the tongue for the reception of the cheeks; the lower tree sometimes had the addition of heel pieces to make good the length of the upper tree, and the two trees gave the diameter for and aft; then, with the addition of side fishes, the mast is completed for hooping and the cheeks are let on. Bowsprits of large ships were constructed in a similar way to the above, but when made of a single tree it was common to make good the deficiency of diameter by a fish of fir extending its full diameter athwartships. the whole length, coaked and fayed to a surface Heel Pieces were short pieces scarfed on the lower part of the side trees to make up deficiency in length. Side Fishes are long fir planks, coaked into the securely woolded as the masts. of flat surface made by the side trees and spindle, sufficient thickness to gain the required diameter fore and aft. At this stage the mast is rounded and secured by strong iron hoops driven on the outside, five feet apart. Cheeks were large pieces of fir (prior to this period oak was used) coaked into the upper taper, and to be of sufficient thickness to shape the head of the mast and leave a stop for support of the trestle trees. The cheeks were then bolted together and secured by Hoops on the square head. The Front Fish is a long fir plank hollowed out to the convexity of the mast and fastened on the fore side over the hoops. Cant pieces and fillings are pieces, of fir the former to make good the angle made by the side trees prepared on the upper side and nailed fast and Even as late as 1815 there seemingly was no method devised whereby the masts were stepped in ships, and the following seem to be the practice followed in the Royal Navy. No means of ascer- At this taining the centre of effort was known. time, and upon experience and practice, were the following rules given. The centre of the Foremast to be abaft the aft side of the rabbet of the stem, or inside the plank on the lower deck, being one-ninth part of the length of its lower deck ; the centre of theMainmast to be abaft the aft-side of the rabbet of the stem, also on the lower deck taking five-ninths of its length; and the centre of the Mizen-mast to be abaft the aft side of the stem on the lower deck at seventeen-twentieths of its length. With the exception of one or two masted vessels no set rule or practice was observed with regard to rake. This was considered impossible, and was left to the navigator to find the best rake by experiment ! A very stringent rule of this period was that masts were never to touch the partners, for this rendered them extremely liable to spring or be carried away. With regard to two masted vessels. It was the general practice that the Mainmast should rake aft from its head three-quarters of an inch to every yard in length, and the Foremast one-eighth of an inch to every yard in length, calculated by a fall from the head of the mast to the keel. Cutters or vessels of one mast, the rake aft to be one inch and a half to every yard in length. The situation of the Mainmast in Brigs or ‘other vessels of two masts was fixed at two-thirds of the cata whole length, reckoning from abaft the head of the stem, and that of the foremast at three-twentieths o £ of the same length. With regard to the heights of the masts in proportion to the form and size of ship remained at this period a problem also unsolved. In masting the Royal Navy, the following formule were observed ; the dimensions for the Merchant Service being somewhat smaller all round. Topmast (fig. C) was one piece of timber, four square at its extremity. base or heel, tapering to its upper A hole was bored athwartships through its base for the fid pin and also carried a sheave for raising and lowering. The fid pin rested on the trestle-trees, and the upper part of topmast passed perpendicularly through the foremost hole of the cap, whose aftermost hole (square shaped) was driven solidly on the lower mast head. On the upper end the rounds were fixed to carry the trestle-trees for mounting the topgallant mast and royal mast. Topgallant Mast (fig. D) was raised, secured and furnished like the topmast. Topgallant Royal Mast.—Sometimes a smaller mast mounted in like manner as before, except it is elevated through irons and not wood cap as other masts. More often, however, it was a continuation of the topgallant masts above the rigging, when it was called a pole topgallant mast, a shoulder being fitted to hold in position back stays, ete., when passed over the mast head. Lengths and diameter of Masts in the Royal Navy.— Length of lower deck added to extreme breadth. Mainmast.—Divided by two. Foremast.—Eight-ninths of mainmast. Mizen-mast.—100 guns, 50 guns, six-sevenths ; mainmast. seven-eighths; 90 to 44 to 20 guns, five-sixths of In sloops the mizen is three-quarters of the mainmast when the mizen-mast is stepped on the lower deck. The depth of hold is to be deducted from this length. Main Topmast.—Three-fifths of mainmast. Fore Topmast.—Kight-ninths of main topmast. Mizen Topmast.—Three-quarters of main topmast; sloops five-sevenths of main topmast. Topgallant Masts—One-half the length of respective topmasts. Bowsprits.—80-gun elevenths of ships mainmast; and 74 upwards, guns and_ sevenunder, three-fifths of mainmast. Brigs’ Mainmast.—The depth of hold is added to length and breadth, and one-half of this total is length of mainmast. Cutters’ Mainmast.—Length of deck, added to extreme breadth and depth of hold, threequarters of the total gives length of mainmast. Diameters of Masts in the Royal Navy. Main and Fore masts of ships of 100 guns to 50 guns inclusive. One inch in diameter at the partners to every yard in length; 44 to 32 gun ships nine-tenths of an inch to every yard in length, and ships of 28 guns and under seven-eighths of an inch to every yard in length. Mainmasts of Brigs.——One inch to every yard in length. The foremast being nine-tenths of the diameter of the mainmast. Cutters.—Three-quarters of an inch in diameter to every yard in length. Mizen-masts of ships of 100 guns to 64 guns inclusive, three-fifths of the diameter of the mainmasts, 50-gun ships and under, two-thirds of the diameter of the mainmast. Main and Fore Topmasts.—One inch to every yard of the length of the fore topmast. Mizen Topmast.—Seven-tenths of the diameter of the Main topmast. Topgallant Masts.—One-inch to their length. every yard in Royal Masts.—Two-thirds the diameter of their respective topgallant masts. Bowsprits.—Ships of 100 guns to 64 guns inclusive, two inches less than the diameter of the mainmast; in 50-gun ships and under, same diameter as mainmast. These diameters are to be taken at the partners of the lower masts (which are at the middle deck of a three-deck ship, and at the upper deck in all other ships) ; the cap in the topmasts, topgallant masts, and royal masts ; and at the bed of the bowsprit. Booms.—Consisted of the following :—Jib-boom (fig. F), Flying Jib-boom, Studding Sail Booms, Ring-tail Booms, Driver or Spanker Boom, Main Boom, Square Sail Boom ; the two latter applicable only to vessels of one and two masts. The Jib-boom is extended by means of two large boom-irons; or by one boom-iron and a cap on the outer end of the bowsprit ; or by a cap on the outer end and a strong lashing on the inner and instead of a boom-iron; the latter was the more favoured by the Merchant Service. The Flying Jib-boom was extended by means of two boom irons. (To be concluded). The plate illustrating this article is by Mr. G. W. Munro. From Below OE Sy CZF z a vovacarucracss |) | \HOSSIREE PEs op P| fr | 1 WOOL DING | + = a FRONT FISH | |I | ||| He | | | Ib . TOPMAST — SIBEL LOL He | N{I| || | il Lh Uy Poy)TtaTiy—|–y4 a | a | 5 Ti 1 mis yo Pye yo r | Lo ROE . a= k | LL. | N rT tu rant 100° | | rT a mie Ht LL dy r | | Pr. tni fF[, y) > | | | Tipe | ;] X & | |: Ul oW ISL 7 S|| Ny),S)N 4 S\ | S Hel : | I UR Per yt | || | CySn oe t | a 4 R | N BY 8 | — S = ‘me bedi rt X S | = | l y i ; —) = ; | WE TUTTI l|! Arom Above i Aw La GO pei iil | aN ikiMASsTS fe eh | & | P 5 tO These i }-E= ” HH | i|S A PARS L NOTE. eete—T | | : a – sctile ——s _ a8 ty OF guns Ship a5 ex. Diagrams aredlfo eeFE | : j (I,,9O-|8/fey) | laa ; & } — Plate by G. W. Munro. ot SoHOe ON BLOWLAMPS. -driven INETY-NINE of every hundred steam t these models employ blowlamps, and whils principles may vary in some small details, the main are always identical. , through reasons of, Owing to the fact that kept low in a boat to has stability, the boilermp used be has to embody a flamhte the type of blowla is importan to keep the weig tube. Although itunt of metalt mus t be left in the amo ain low, a cert and small the light too is r rise vapo burner, as if the lt that the resu the with ed, dissipat heat is too easily perf take < and ly tent nsis inco orm to apt is p lam lts. resu tory sfac sati get to t men age lot of man the blowlamp are Although the principlesht of well to commence as be mig it e, ledg common know ied in the fuel The e. thes by recapitulating under pressure.is carr pressure The tank (or container) riser, where it fuel into the vapo into the nipple forces the liquidThen ce it is carried flame tube also becomes gas. . The and issues into the flamer,tube and the resulting mixture mbe acts as a mixing chaburn ed. is what is actually l. process through inol.detai Now let us follow the The petr or ffin para er eith be can used The fuel and bigger type of prototype models, such as liners is use paraffin. Thishanfuel battleships, frequently r d it is ol, but on the otheusti really safer than petr on and, comb lete comp re secu to cult diffi more engenis soot of deal t grea a . lete comp if this is not ffin para on up t star to easy so not dered. It is also paraffin certainly gives as much as on petrol, but ided that a good quality is used. heat as petrol,esprov ner and ol are that it is clea The advantag of petr ure of mixt a use le peop y Man on. t easier to star which suits the lamp best will dep end these fuels, but nipple, petrol requiring a bigger on the size of the faster. It should be noted that jet as it vaporises be used, doped fuels, such as though benzole can pounds If any of these comdly. ethyl, must be shunpned. rapi very up e chok are used, the lam will container may vary The exact shape of theboat , but the best shape the of according to the hull shape othe r than cylindrical any is cylindrical. Ifaine erly stayed like prop be t mus r cont the is used, brass a boiler. Brass can be used, but as some best deteriorates rapidly, copper is really the material. older all joints, but in It is advisable to silver-s solder might be used, soft boat large a the case of ly far from the suffi is r provided the containe chancecient er being the ot burner to avoid the leastused should be sold drawn solid rial mate The ted. affec ra aine cont new a give to e sabl advi is it tube, and One use. into ging brin re befo test thorough water is that it is really an point that may be notedr gets a little warm, as it advantage if the contanaineeven sure, but on no pres tain main to helps this would be as hot, y reall get it account must highly dangerous. run by inexperienced Far too many risks are general caution may of s word persons, and a few Most acci dents with blownot be out of place. ap to the cont ainer. If this mish a from arise s lamp ble fuel is amma infl ly high of tity quan bursts, a is sure to and h reac in with ng ythi thrown over ever face hes clot his gets ignite. If the operator r grave injuries. or near, he is liable to suffe are a pocket of gas in Other causes of accident burner, en an enclosed boat, a sudd flare-up of the novice nervous, This is not intended to makofe the er care. Proprop need the e asis emph to but no ons are taken, there isling vided reasonable precauti hand less care with but er, danger whatsoev liable to happen. accidents are very to get the head over stheis The main thing is not fic source of accident by proli lamp or funnel. One osed boat is put out kly when the lamp in an enclher. A match is quic ping stop n whe jerk the funnel, but mean the n dow ped drop struck and when it ignites and ng, rati gene while gas has been with quite a pop. Ina wind so it probably does matc still more and ck stru are hes ral seve ably prob cooled has er burn the ibly Poss d. rate gene gas has rimpe is tion risa vapo that lt resu the off a bit, with e flam ky smo of e-up flar en sudd fect. In such case a operator has his head over the will follow. If the eyes is quite possible. funnel, injury to the » oO s well clear, there is Provided the operatorat. keep that has to be done All med alar nothing to be valve on the fuel ly partially, is to close the stop burner heatssupp n and up and wait until thetion normally, It is,agai efore, ther func to ces men com ssible acce an in e valv stop the have to important er. burn the of position well clear water test for the conMention was made of a the novice this may beit of fit bene the tainer. For ainer, fill_ the test to r explained. In order and then proccont eed to pump up completely with wate ss of any pressure that to a pressure greatly. inIfexce container stands this, the used be is likely to ts, it will tory sfac sati it can be passed as the builder. canIf itbe burs kful, as than be destroyed, but use an accident would certainly into put been it had a little builder has not gotused have occurred. If the , but be can p pum foot r moto force pump, a full ly lute abso be must r aine in such case the contble pressure gauge used. Conof water and a relia have to be used even with a siderable force will , as @ pressure of 100 lbs. is powerful foot pump ing at 50 lbs. pressure, required for a container work liable and in a racing boat where the container is ld to be pumped as hard as possible 150 Ibs. shou be a minimum. advantage be a Primus The filler cap can withboug ht quite cheaply and can be stove cap. TheseThe e great advantage is that isthes are very light. unthat er wash er rubb of have a special kind l. As these washers can be affected by oil or petro is no excuse for having a bought so cheaply, there leaky filler cap. the container must be In addition to the filler cap outlet pipe and stop se, relea sure pres a with fitted ision to be made for valve. There is also prov providing pressure. sure release, this mustre be Starting with the pres in If the lamp is a fixtud with . type wn of the screw-do fitte be ld shou ase rele the boat, the pressure the vapour over the a short length of pipeWhetonlead blowlamp lifts out the . boat the of side the release valve but , pipe this for need there is no well vapo the that so must be arranged end of the lampur, asis kept e rwis othe clear of the businessSometimes, when the lamp is a fire will occur. ffin, as the case may nbe)realis too full, petrol (or pararelea that is whe the also ejected from though se,igniand ted vapour from a danger is likely, might light back into the tank nearly empty tank osion. expl y nast a e caus and ed r seen an explosion caus Although I have neveity red. ibil that cannot beofigno this way, it is a poss the precaution placing The main thing is to take bly. suita e the release valv of a ioned the possibility more Although I have mentshou ld never be filled it tank being over-full, to leave a sufficient air space. than two-thirds so as e is, the better will pressure The more air space ther , pressure in the tank drops be maintained. Actually the container gets a e little continuously, but as vapo and risation take plac sure and n warm, expansio pres the that so loss, this partly compensate for od. At the same timem. it Ais stands for a longer periaine r to get over-war cont the for s erou dang r get hotter than can neve ld shou it good test is that be comfortably held in the hand. not lead from the absolutea The outlet pipe should reason of this is that The tank. the bottom of ment is bound to get sedi and certain amount of dirt the must not be carried into into the fuel, and this pipe be ly eous ntag adva can t outle The er. burn ain cert a to e gauz the As . filter e gauz a fitted with should be belled out extent blocks the pipe. theon.endThis all inside the and the gauze soldered difficulty inis clea ning this. no is e ther but . tank ol forced petr and cted onne disc is pipe the To clean, tank. the into back dirt the es through which wash ed out from time to time by The tank itself is washinto it, shaking about and putting a little fuel emptying. inside the container The part of the outlet pipe under no pressure, is it as l can be very light meta same as outside. the is e or. rather, the pressuretheinsid om and leads bott eme extr on e gauz the It has valve is stop the e wher tank the of to the top stop this have to t rtan impo situated. It is very the event of a flare it can valve on the top, as in thus easily be reached and shut off at once, obviating all danger. the screw-down type. The stop valve must be of tness is not essential, ligh eme extr e wher In any boat can be attached to the the inside part of thebepipe drawn for cleaning by with valve so that it cane. unscrewing the valv a moment, we will Leaving the outlet pipeininforg the ssary prespass to methods of obtahod is to fitnece container the sure. The simplest mete and use an ordinary cycle valv type e cycl with a cycle l ‘usua The . sure pres the ide pump to prov er rubb the as ss, usele is ve slee valve with a rubber rnaalte ral seve are e Ther will not stand up to oil.Some have a little plunger, tive types, however.sort of fibre washer. The main whilst others have a em is the necessity of carrying drawback to this syst sound very formid- This may not soon becomes an the pump about. tice the pump able, but in prac et It won’t go into any spock . ance nuis le abominab s one’ want one and e, ther stay comfortably and . hands free for other purposes the to embody the pumfitp itwith The alternative is lam rd aboa ure, fixt a is p container or, if thepump is in the container it is apt the boat. If the cially in a small tank, so that the to weaken this, espebe made after all fittings are on. water test should but p is the Primus type,Eve The best type of pum n . ably ider cons d tene ligh be to need this will not is it r aine cont the to d fitte is if the pump e ininside, as with a littl necessary to place beit fitte led and tom bot the to d genuity a pipe can 36 into the container. It would, of course, have to be firmly fixed to the outside of the tank. These or a hollow punch on a piece of hard wood or lead. The gauze should be a medium fine gauge. To fit, drop the disc into the hole and screw the nipple made in various sizes. down on top of it. Some people roll the gauze into a little spill that pumps can be bought quite reasonably and are Returning to the outlet pipe, the external part of the pipe embodies the vaporising coils. The part leading to the coil varies in length according to the boat. The diameter of the coil and the number of turns cannot be exactly laid down, as this varies with different burners, but the objective is to heat the oil just sufficiently to ensure proper vaporisation under all conditions. If overheating occurs, carbon will be formed, and the coil soon choke up and lose its efficiency. When the pipe line is very long, the coils are often made as a separate unit. This entails a union, and advantage can be taken to fit a further filter at this point. The spill type described later will be found suitable for the purpose. The most usual material for the coil is copper tubing, but some experts prefer steel tubing on the ground that it does not form scale so readily. It should be mentioned that the heating of the coil can be varied by moving it nearer or further from the burner. It should be noted that it is inevitable that a certain amount of scale is formed in the coil (quite apart from carbon), but this can be minimised by not overheating it. From the coil the vapour passes to the flame It is very advisable to have an control valve. effective valve at this point. There are various One of these is a needle valve types in use. operating on the rear of the nipple. This type is supposed to render the nipple self-clearing. It is not a good type, as however carefully made the needle never remains concentric with the jet wg aperture. The best in my opinion is a screw-down valve. This does not operate on the nipple, but has a separate seating. Things at this point in the lamp are uncomfortably hot, so in order to be able to operate this valve it is given a very long shank on which is mounted a control wheel with a knurled edge. This wheel should be large in diameter, of thin brass, and drilled out with lightening holes. The latter also serve to dissipate the heat. An alternative to this would be a T-piece, but this is not so handly for fine control. One little tip is. that if—as is more than likely—the wheel is still too hot to handle, one can moisten one’s fingers in the water overside. This leads us to the nipple. Primus nipples can be got anywhere quite cheaply, and are what I use myself. The only alteration is that the aperture has to be broached out. The size of hole can only be found by experiment. The nipple screws into an extension of the control valve body. It is desirable to fit a gauze filter before the nipple. The simplest way to stamp out the little gauze discs is by using a leather punch, just fits into the recess in the nipple. These gauzes can easily be replaced, and this should be one of the regular operations performed at home when preparing the boat to run. Nipples become partially blocked with scale and carbon, and it should be cleared regularly. This is done with a tiny broach made by filing a needle to a very fine taper. In use this is held in a little pin vice, and care must be taken during this operation not to enlarge the hole beyond its original size. If the pin vice is carefully held in the centre of the flame tube, there should be no danger of getting the jet out of centre. One point to observe is that the actual contour of the hole affects the shape of the flame. If the hole is too bell-mouthed an unsteady flame results. I personally find a fairly fine taper gives the best results, but this is*a matter which each must find out for himself by experiment. If the hole is too parallel the flame will go straight through the flame tube. The ideal is to trap a portion of the vapour in the end of the flame tube. The remaining part of the lamp is the flame tube. This is made of light gauge brass tube with the end silver-soldered in. The end is rather stouter gauge metal. The inner end is screwed on to the valve body up against a flange. The main point about the flame tube is to get the air slots (or holes) the right size. There is a good deal. of latitude about this, but if the air inlets are too large the flame will blow out. On the other hand, if they are too small the flame will be smoky and give little heat. A good guide is that when the mixture is right the flame is almost invisible in strong daylight. Where a big range of power is required a movable sleeve can be fitted to vary the size of the air apertures. In a future issue I hope to give a few dimensions of flame tubes used on various types of craft. Blowlamp troubles account for ninety-nine out of a hundred of the breakdowns in steam-driven models. Of these ninety-nine breakdowns, ninety- eight could have been avoided by a little routine work at home before starting for the lakeside. Fuel must be carefully strained through a filling funnel fitted with a gauze. Filters, especially the one behind the nipple, should be changed frequently. Frequent use of the pricker will help to keep the nipple in good condition. Above all, everything must be kept scrupulously clean. In conclusion, I may refer to a little trouble that I experienced years ago with a soft-soldered container. I had been making some minor alteration and did not consider it necessary to give a water test afterwards. For some reason, however, I using preferably warm soda water after an acid omitted to wash out the container after soldering. It was several weeks before I actually put it into use, and in the meantime the soldering flux had formed verdigris inside. After I had diagnosed the trouble I endeavoured to remedy it. I washed out that container with all sorts of things, but it was only after several week-ends’ running that it finally disappeared. The moral is to wash out at once, flux. It is most provoking to go down to the lake hoping for a nice day’s running only to find that Careful one is hung up by some minor fault. preparation beforehand at home would obviate many hours wasted at the lakeside. (To be continued). ec —~ — are ie es > EGS SSA LONDON JOTTINGS. SCRUTTON CONSOLATION CUP. This Cup was presented by Mr. J. H. Scrutton, President of the Model Yachting Association, as a trophy open for competition on the Forest Gate Club’s water, and is open to all members of Associated Clubs who have not at any time won an inter-club cup or trophy. The event this year was held on April 14 and eleven entries were received, seven being from the Home Club and three from M.Y.S.A., Kensington. A generous sum was voted for prizes by the Association, and it is regretted that more Clubs did not take advantage of the opportunities offered them. “ Nyb” (T. Williamson) was a non-starter, and it was found from rating certificate and subsequent enquiries that “‘ Jona,” which had been entered in the name of Mr. H. Lamb, was actually owned by Mr. E. W. Stone, who won the Cup with this boat last year, and there was no other alternative but to “‘Iona’s” entry disqualify her from starting. should never have been accepted in view of the system of Registration of Yachts now in operation. Nine boats, therefore, were left to face the Starter at 3.10 p.m. The wind was blowing fresh and gusty from the south-west, and the boats were rather wild down wind, which resulted in numerous col- lisions and re-sails, especially in the first two or three heats. after which skippers seemed to settle down to conditions better. Half-way through the race it was apparent that there was to be a struggle for supremacy between “ L’ Hirondelle ” (R. Harris) and “Imp” (E. Robertson), and the issue was in doubt until the eighth heat, when “ Imp” robbed her opponent of five points and thus made her position secure. ‘‘ Imp” finished with a possible score, and her skipper and mate are to be con- gratulated on their achievement. “* L’Hirondelle’s ” score of 33 was a very excellent one, and gave Mr. Harris second position, while “ Ariel” (L. Apling) finished third with a score of 25 points. The race finished at 6.20 p.m., and score cards having been checked and found to be correct, competitors and . — ACF ~tA », rR SS -—— = officials adjourned to the Club House for tea, after which result was declared as under. The Cup and first prize were presented by the O0.0.D. to Mr. E. Robertson, and second and third prizes to Mr. R. Harris and Mr. L. Apling respectively. Mr. J. Steinberger, on behalf of the visitors, proposed a vote of thanks to the Home Club for their hospitality and to the officials for the efficient manner in which they had carried out their duties in conducting the race. Four The 0.0.D. was Mr. H. G. Howard. umpires (Messrs. H. W. Apling, G. A. Piper, G. A. Jolly and N. Boardman) were appointed, and a code of whistle signals which was put into operation worked very satisfactorily. Mr. H. Levy acted as Starter and Messrs. Seabrooke and J. Gow as Scorers. ; Scores :—Winner, “Imp” (E. Robertson), 40 2nd, “‘ L’Hirondelle ” (R. Harris), 33 ; 3rd, “ Ariel ” (L. Apling), 25; ‘‘ Ladybird ” (G. E. Johnson), 23 3 “Carina” (H. Wake), 19; “Kismet” (J. H. Yorston), 17; ‘‘ Flier’? (R. H. Elwood), 9; “La Boheme ” (A. Carter), 7; “‘ Bubbles ” (A. J. Ford), 7. ‘*L?Hirondelle”’ and “Carina” are from the M.Y.S.A. (Kensington), and the remainder from Hi Oo: the Forest Gate Club. Y.M.6-m.0.A. ” The fifth annual contest for the ‘“Glenham Cup (presented by Mr. T. B. Davis, the President, for open competition), took place at the Rick Pond on Easter Sunday and Monday, in splendid sailing weather. There were 10 starters—the race consisted of two rounds—the wind throughout was north-easterly and of sufficient strength in the squalls to occasion anxiety to the skippers of some of the lighter displacement craft. Most of the boards were closely contested, and at the end of the first round, ‘ Glengarry ”’ (skippered by Mr. Daniels) led “Clarion” and “Conquest” by one point only, having scored 36 out of a possible 45. In the early part of the second round these three boats lost points in turn, so that the interest was well maintained throughout. “Clarion” finished, having scored the same number of points in each round, a total of 70. 38 At that time ‘‘ Glengarry ’ had notched 66, with The Cup and Prizes were presented by Mrs. two resails in hand, a beat and a run, which gave her Brent, and the O.0.D. (Mr. Marshall) commented a chance of winning with 71 points. It was not to be however; she won the run, but lost the beat to ‘‘ Conquest,”’ and the final scores were as follows : Ist, “‘ Clarion ’” (H. Brent), 70 points ; 2nd, ** Glengarry” (Col. Dennistoun), 68; 3rd, ‘‘ Conquest ” (J. Corby), 62; “Twinkle” (W. Emery), 49; ** Amity ” (G. H. Nash), 47; ‘‘ Miss South Africa ” (R. Drown), 38; “* Hermione” (Dr. Greville), 36 : “Zephyr” (Col. Holden), 34; “Saracen” (H. Woollard), 25: ‘‘ Destiny ” (P. J. Levy). on the racing, both in his official capacity and from The race was sailed earlier this year than in the the point of view of the ordinary onlooker. He remarked upon the good sportsmanship displayed by all the competitors, and his only criticism was that unnecessary time was expended upon re- trimming between boards. The proceedings concluded with a hearty vote of thanks to Mrs. Brent and to Mr. Marshall (O0.0.D.), and Mr. Whetstone (Scorer) for their services. It will be remembered that the Surpentine Cup was presented to the Club when the old Surpentine past in the hope that there would be more wind than This hope was fully justified, M.Y.C. was disbanded. but, unfortunately, the early date precluded the attendance of members of the President’s family, who were still abroad. This was much regretted by the members, but they look forward with pleasure on April 15 and attracted twelve entires. Eleven of these started. The wind was South West and the scoring 3 and 2. on recent occasions. to a visit later in the season. Another matter for regret was that competitors from other clubs were not more numerous. This, presumably, must be attributed to the race being fixed for the Easter holiday, when so many model yachtsmen have other engagements—or new motor cars. The Glenham Cup Race was witnessed by Miss G. Lunde, daughter of Mr. Eugen Lunde, President of the Norsk Modelseilforening, and herself no mean model yachtswoman and yachtswoman. Miss Lunde has over forty Cups to her credit. photograph was taken by Miss Lunde herself. Our The race for the Serpentine Spring Cup was held Four heats were completed before lunch. After the interval the wind had hardened and the squalls were of considerable weight. Several boats reduced canvas. Racing was excellent and the Club had a good day’s sport. Scores :—Ist, “Conquest” (H. K. Corby), 43; 2nd, “‘ Calliope ” (C. Drown), 33; 3rd, ‘‘ Herald ” (O. H. Gosnell), 32; “Symphony ” (G. H. Nash), 27; “‘ Saracen” (H. P.. Woolard), 26; .“‘ Twinkle ” (W. R. Emery), 23; “‘ Hermione ’’ (Dr. E. Greville), “ Astrape” (C. H. Adams), 19; “ Circe ” 22; (J. E. Lee), 17; “The Limit” (J. M. Purvis), 17 ; “Unnamed ”’ (Lt.-Col. Holden), 16. J. G. F. Photo by Miss Lunde. The Glenham Cup: ‘Clarion”’ sails through ‘‘Symphony’s”’ lee. we) co FLEETWOOD M.Y. & P.B.C. NORTH OF ENGLAND. BRADFORD M.Y.C. The Easter Meeting at Larkfield Tarn, Rawdon, was favoured with an excellent wind, giving a close reach and a quartering run. During the regatta the A-class and 36-inch Restricted Class carried their full suits, the 10-raters their second, whilst the 6-metres were reduced to second and third suits. In spite of the cold north-east wind a number of spectators, including ladies, came to watch the Visitors to the British Empire A-class and International Championships next July will be agreeably surprised at the improvements effected round the Lake by the Corporation during the winter months. The approach to the lake is now a broad asphalted roadway, and some very ornamental rockery steps have now been made leading to the Club-house. When gardening operations are complete, and the rockery is planted with flowers and shrubs as in- Our newly appointed Vice-President, Mr. Cutclifie Hyne, came to see the club on the * off-day ” whilst a friendly race was in progress between teams of tended, the model yacht lake at Fleetwood will be second in appearance to none in the country. In order to cater for children during the big regatta, a new paddling and sailing pond is also in course of construction, together with some very realistic rockwork, which will also be planted with During the meeting the Bradford A-class Cup returned home after a six-years’ absence, whilst the ‘“ Wade ” Cup returned to Cork. The thousands of spectators who are expected from all parts of the country will see that Fleetwood is determined to be pre-eminent in the model racing. A-class, 6-metres and 10-raters. Racing results were : March 30, Bradford A-class Cup.—t|st, “* Whim- brel * (F. C. Hirst, Bradford), 26; 2nd, ‘ White Heather IV ” (J. Alexander, Fleetwood), 22; 3rd, “White Heather V” (J. Catterall, Bury), 22; *“-Y. Not ” (W. Dewhirst, Bradford), 16; “ Rythm” (E. V. Brown, Bradford), 15; ‘* Mercia ” (P. Openshaw. Stoke-on-Trent), 14; ‘* Black Prince ” (N. G. Bailey, Bradford), 14; ‘White Heather II” (J. S. Wardman, St. Helens), 9. Cup presented by Mrs. N. G. Bailey. O.0.D., J.P. Clapham; Starter, B. E. Garbutt; Judges and Scorers, E. North, W. G. Snow and 8S. Roo. March 31.—The team consisting of “ Harmony ” A-class (B. H. Butler, sailed by E. Roberts), “‘ Leda ” 6-m. (H. Porter) and “Bonito” 10-r. (W. H. Edwards) won the tournament. April 1, 10-rater.—Ist after sail-off, ““ Bonito” (W. H. Edwards, Birkenhead), 26; 2nd, “ Leda 2 (J. Armitage, S. Manchester), 26; 3rd, “‘Cambria ” (W. Jones, S. Manchester), 22; “ Pixie” (R. Bone, 8S. Manchester), 21; ‘* Thurne A Gl eal2 Clapham, Bradford), 17; “ Sheila ” (S. Roo, Bradford), 16; ‘Cintra Quinn” (E. Atkinson, Bradford), 12. O.0.D., E. North; Starter, Miss North; Judges and Scorers, E. Gale, J. Houchin and E. Roberts. Prizes presented by Miss North. April 2, Wade 6-metres Cup.—\st, “ Fredith” (F. W. Le Flufy, Cork), 35; 2nd, “Glen Rosa” (J. Alexander, Fleetwood), 34; 3rd, “ Edith” (W. Harrison, Bradford), 26; ‘‘ Challenge” (E. North, Bradford), 23; ‘‘Curlew” (F. C. Hirst, Bradford), 20; ‘* Bluebird” (G. C. Kitchen, Bradford), 16; ‘‘ Leda” (W. H. Porter, Bradford), 12; “ Destiny ” (J. W. Whitaker, Bradford), 9 ; “Greta ss (B. E. Garbutt, Bradford), 3; 0.0.D., R. B. Roche ; Starter, Miss North; Judges and Scorers, E. Roberts and 8. Chadwick. Cup presented by Mrs. J. P. Clapham. J.P.C. ornamental shrubs before midsummer. yachting world. During the last few weeks fitting-out has been in progress at this “‘ miniature Cowes.” There are two new ‘ White Heather’s” (A-class), and a 10-rater with an 8-ft. mast, from which great things are expected. On March 3lst a Spoon Race was held for the 36-inch class, and eleven competed. At the start the wind was north-east, giving a run and a beat, but later it veered to the north, giving a reach either way. Result :—lst, ‘“‘ Nerenuf” (J. Wright), 42 ” (J. Alexander), 37; 3rd, points; 2nd, “ Firefly ** Alice ” (T. Leadbetter), 30. J. T.8. WORKINGTON M.Y.C. At the Annual General Meeting, which was held in the Dent Hall, Fisher Street, Workington, the Chair was taken by the Vice-Commodore, Mr. R. Nelson. As reported the financial position of the Club was decidedly encouraging. This was accounted for by the fact that in the thirty races held last season members had decided to devote 50 per cent. of the entrance fees to the general funds instead of using them for prizes. The following officials were then elected :— Vice-Commodore, A. Commodore, R. Nelson; Rear-Commodore and ‘Treasurer, Armstrong; W. Shepherd; Hon. Secretary, T. H. Routledge (73, Napier Street; Workington); Auditors, R. Nelson and J. Allen; Trustees, T. Sharp and J. Rothery. Committee, J. Thompson, J. Courtier, J. Keig, J. Allan and J. W. Smith. The season opened on March 31st with races on the Barepot Reservoir. Wind at first was northeast. variable, but hardened later. Results :— 25-ton Class: Ist, “Swan” (T. H. Routledge) ; 2nd, “* Teutonic ” (A. Armstrong) ; 3rd, “ Derwent ”’ 15-ton Class: 1st, ‘‘ Shamrock ”’ (T. Sharp). 40 (J. Thompson) ; 2nd, “ Comet ” (T. H. Routledge) ; 3rd, *‘ Mavis’ (R. Nelson). Racing also took place on Easter Monday, but the weather was unkind. The east wind was cold and boisterous, which accounted for the poor entry of only four boats in each class. .Results :— 25-ton Class: Ist, “Jester” (J. Rothery); 2nd, ‘Rosa ” (Miss H. Routledge); 3rd, “ Mary” (J. “Comet” (T. H. 15-ton Class: 1st, Courtier’). 2nd, ‘‘ Maureen’? (W. Shepperd); Routledge); 3rd, “Scout” (J. Rothery). It will be noticed that the Club still use the old 1730 tonnage rule, but it is hoped to adopt a more modern class as newer yachts are gradually coming into the Club. 1. H.R. 4. A A SOUTH COAST. EASTBOURNE AND DISTRICT M.Y.C. The Club’s Open 10-rater Regatta for the local Chamber of Commerce’s Trophy was held at Easter. When racing was started on Easter Saturday, there was a strong easterly wind, and it was rather cold. The heavy wind raised considerable sea on the lake. er _ During the afternoon four heats with resails were At this point “Sylvia II” led with 20 sailed. points, whilst ‘‘Iolanthe”’ and “ Divine Lady ” were in second place with 16. After the day’s racing, competitors were entertained to tea at the Scotch Bakery by Colonel Sparrow. Racing was resumed at 9.30a.m. on Easter Monday, when the wind was stronger than ever. The leading boats proceeded to maintain their position, except “Iolanthe,” which did badly in the forenoon. ‘‘ Polly Anna,” which had also been going well on Saturday, also struck a bad patch. All competitors were under storm canvas, and many received a severe dusting even then. During the morning “ Ivy ” and “ Alva ” also did well. In the afternoon the wind veered to due east and increased still more. The leaders, however, went merrily on their way and continued to score. When all the heats had been sailed, it was found that ‘‘ Divine Lady ” and “ Sylvia II” had tied for first place, ‘‘ First Venture’ being third, whilst “* Rosabelle ”’ and “‘ Kittywake ” tied for fourth. ‘Divine Lady” and “ Rosabelle” won the deciding boards. Results :—Ist, ‘‘ Divine Lady ” (Col. Keyworth, Hove and Brighton), 73 points; 2nd, “ Sylvia IL” (W. C. Hacking, Hove and Brighton), 73; 3rd, ‘‘ First Venture ” (W. Brooks, Hove and Brighton), 66; 4th, ‘“ Rosabelle” (J. Coleman, Hove and Kittywake ” (H. Arlotte, Hove Brighton), 54; and Brighton), 54; Eastbourne), 49; “Iolanthe” (A. Bonyface, “‘ Alva’ (Vincent Hill, M.Y.S.A., Kensington), 463; “Betty IL” (F. Borkett, Eastbourne), 42; ‘* Thunder Cloud ” (A. Merrifield, M.Y.S.A., Kensington), 42; “ L’Hirondelle”’ (J. Harris, M.Y.S.A., Kensington), 40; ‘‘ Polly Anna ”’ (H. Smith, Eastbourne), 39; ‘‘ Impudence” (A. Simmonds, M.Y.S.A., Kensington), 378 ; * Endeavour” (A. Pelling, Eastbourne), 37 ; “Ivy” (R. Hubbard, Eastbourne), 36; ‘* Blue Bird” (W. Fillery, Eastbourne), 27}; “ Derek” (G. Smith, Eastbourne), 21; ‘Our Liz” (H. 8. Payne, Eastbourne), 12; “Ethel” (G. Veness, Eastbourne), 12. The 0.0.D. was Mr. W. R. Bayliss. After the racing prizes were presented by Mrs. W. H. Smith, wife of the Chief Constable of Eastbourne, ViceCommodore of the Club. F. B. GOSPORT M.Y.C. The Annual General Meeting was held in the Town Hall, with the Mayor (Alderman 8. Bernard Smith, J.P.) in the Chair. The accounts revealed a most satisfactory position, and it was reported that the membership had now increased to 88, including eight juniors. Of the three representatives that entered for the 1933 British Empire A-class Championship, one secured second and the other fifth. It was reported that though the British Empire and International Championships were again being held at Fleetwood this season, it was intended to hold them in the South again in 1935, and that the Committee intended to press the claims of Gosport to stage the Regatta. The year’s aggregate prizes were won by Mr. W. G. Baker in the A-class, and Mr. Cresdee in the 6-metres. The Y.M. Cup (6-metres) was won by ** Eastward ” (A. Crane); the Sandford Cup (6-m.), “ Tona ” (W. Shell); Konos Cup (36-inch) ‘* Poppy ” (Master Jackson); MacPherson Cup (A-class) ** Azalea” (W. G. Baker); Watney Cup (A-class) ** Azalea” (W. G. Baker). Officers for the coming season were elected as follows: President, The Mayor; Commodore, Mr. W. J. T. Williams; Vice-Commodore, Mr. E. H. Smith ; Hon. Vice-President, Major M. Heck- stall Smith; Official Measurer, Mr. W. Shell; Hon. Sailing Secretaries, Messrs. W. G. Baker and R. Gunton; Hon. Secretary and Treasurer, Mr. W. G. Baker, 20, Richmond Road, Gosport; Hon. Solicitor, Mr. R. Bernard Cruikshank; Hon. Auditors, Messrs. F. J. Read and F. R. Snook. Vacancies on the Committee caused by the annual retirement in rotation were filled by the election of Messrs. W. Baird, Fereday, A. Jones and Cdr. Behenna. Regret was expressed that owing to illness Alderman Lapthorn, J.P., had resigned the office 41 of Commodore which he held for so many years. was elected a Life Vice-President as a appreciation of his services to the Club. He The active membership is just under forty, and the of sport in the district is rapidly growing in popularity. Thanks It is anticipated that the Local Council will shortly provide a new sailing water and club-house, the mark were also accorded to the other officers, in particular to Mr. H. Fereday for his work as Secretary. In responding to a similar compliment the Mayor said that the Council were keen to encourage the sport in Gosport. The Club opened its racing season on Easter Monday with a race for the A-class. Despite the fact that this was an earlier start than in the past few years, eight boats turned out, two of which have only recently come off the stocks, these being * Spendrift ” and “‘ Jasmine.” Results were :—Ist, “Jasmine ”’ (W. G. Baker), 24 points; 2nd, “Azalea”? (i. Churcher), 22; 3rd, “‘ Alliance’ (W. Hartley), 16; “‘ Spendrift ”’ (G. Arney), 14; “ Bluebell” (P. Jackson), 14; * Tolanda’”’ (W. Shell), 8; ““Joan’’ (A. Pellat) 8; “ Ryecliffe ” (R. Cains) 6. O.0.D., Mr. A. Jones, Starter, Mr. H. Rowe, Scorer, Mr. C. Clements. W. G. B. SOUTHAMPTON M.Y.C. It is interesting to remark that the Club is fortytwo years old this year, and that it has still active members who have sailed in it for over thirty years. present accommodation being insufficient for a rapidly growing Club. The two popular classes in Southampton are the 10-rater and a 30-inch L.W.L. class. The season opened on March 31 with a 10-rater The event was contested by eleven boats of the latest type. The 30-inch race for the Mayor’s prize. boats opened their season the following week with a race for a Club Prize. Owing to a light variable wind the racing was not as good as usual. The Club have inter-club fixtures with Cowes and Poole M.Y. Clubs during the season, and are also sending a picked team to Poole at Whitsun to compete in the Ismay and Cleveland Cup races. It is hoped later to inaugurate a 6-metre class, when the move to the larger lake takes place, and it is also possible that the A-class may be adopted. The Hon. Secretary, Mr. Geo. Christie, 46, Floating Bridge Road, Southampton, would be pleased to hear from model yachtsmen resident in the district. G.-C. 7 He racing season in Scotland has come in with He would henceforth have still more interest in the a rush and, despite bitterly cold winds, the general opening on April 7 provided some good functions of the Club, and hoped to be present at races more frequently in future. We were also sport. The various events were fortunate inasmuch as the heavy downpour of sleet rain and snow that set in late in the evening held off until racing had been completed. called upon and briefly addressed the gathering. Subsequently, the first race of the season for 12-m. brought out eight competitors under reaching con- Clydebank Club inaugurated their season with a little ceremony when Provost Smart broke out the 1933 six-metre Championship Flag. After some very welcome refreshment in the Club House, President Perry thanked the Provost for his attendance and the general support he accords the Club. Provost Smart, in reply, recalled the fact that they were all indebted to the efforts of late Provost McGhie, who had persistently advocated the construction of the pond until eventually the Council had sanctioned the proposal and provided the desired water. _ For himself, it was his first official visit and he had learned something. He could now understand to a slight extent the fascination exercised by the sport, and was considerably impressed by the high standard of craftsmanship evident in the models. ditions. The racing proved exceedingly keen, and no less than three of the models returned equal cards for first place—‘‘ Margaret”? (A. Blyth), “Coney” (D. Thinn) and “ Betty” (J. Wright). In the consequent sail-off ‘‘ Betty’ secured the honour. While at Clydebank we had an oppor- tunity of examining twe new 6-metres—* Isa,”’ owned and built by President Perry and constructed on the bread-and-butter system, and “Jean” (Mr. J. Kennedy)—both attractive craft that appear capable of meritorious performance when in action. The Scottish A-class Club ran the first item on their card at Alexandra Park on April 1 by courtesy of the Alexandra Club. A rather light N.E. wind prevailed but held steady throughout the afternoon, until almost the last few boards, when it faded away to such an extent that further sailing was useless as a test, and it was, decided to declare the result Ce st eo seer on the first round scores. ‘‘ Norna,” the new McGregor design produced and owned by Mr. I. Macpherson, recently referred to in this column, proved herself all we then predicted and took the prize. Mr. J. M. Todd’s “ Westerlee”’ was the runner-up. On the following Saturday, Alexandra Park again being the venue, this result was confirmed when “Norna” once more won from ‘““Coryphene,’ Mr. Macpherson’s 1933 model, also designed by Mr. McGregor and now owned and sailed by Mr. L. Rodrick. In the light variable wind it was really surprising how the large displacement boat answered the conditions. ‘‘ Coryphene ” de- served her position, and Mr. Rodrick handled her in a manner deserving praise. In light airs she is The general position disclosed satisfactory progress. Twelve new 6-metres had been registered with the S.M.Y.A. and three “twelves” also. In addition, a “good many” other new boats were ready for measurement, and a further three “sixes” well under way. It is anticipated the Club will be running between thirty and forty 6-metres alone— most of them new productions this season—together with a number of 12-metres, 10-raters and R-class models. Some organisation! fleet for a comparatively recent The Club has been presented with two fine Cups for annual competition by 6-metres models and the Junior members. Captain Blair, who is the donor, is a member of the well-known a dangerous rival to her predecessor. ‘‘ Victoria ”’ (Mr. John Bannatyne), an old boat converted to yachting family and takes a deep interest in the Club. He is going to America as Chief Officer of the ‘“* Endeavour,” and all Model Yachtsmen will hope to see him add another honour to his long list A-class, also gave a good account of herself and secured third place only a single point behind It would be the crowning glory to 25 years’ suc- “ Coryphene.” Racing conducted by Commodore Todd and the Scottish Secretary. Alexandra Club conducted their opening race for the Walker Shield coincident with the A-class event on April 7. Six 12-m. by bringing home the elusive ‘‘ America’s” Cup. cesses in command of outstanding vessels owned by Sir Thomas Glen-Coats and Mr. Benjamin Guinness in all the centres where yachtsmen contend. These include British Championship 1928 with models competed, and 12-m. “ Iris,” 57 first prizes with the 6-m.. ‘ Cyn- close finishes kept the interest alive until the end. thia ” in a single season, and the Isle of Man race Result: last year. We are pleased to receive encouraging news from “ Danseuse” Benson) and given. Commodore (J. “Mona” Reid), (W. W. ‘‘ Egret”? Coyle), Benson in in the (A. order command, assisted by Secretary, J. Reid. Paisley made a successful start of the new season on April 7, when Mrs. Plews, wife of the Vice-Commodore, launched three new models at Barshaw Park and declared the waters open. Commodore Chalmers thereafter took charge of the racing run in two sections for 12-m. and 6-m. respectively. Results: 12-m. “ Teaser” (P.M: Cunningham) and 6-m. “Wee Witch” (Jas. Cassels). At the conclusion of racing tea was served in the Boat House, and Mrs. Plews completed her service by presenting souvenirs to the winning competitors. Vice-Commodore Plews extended a hearty welcome to new members, and Rear-Commodore Douglas proposed a vote of thanks to the Flag Officers. our Aberdeen friends after quite an appreciable It is satisfactory news, and * All’s well.” interval. Commodore Chalmers called upon Mr. R. Findlay Paterson, who commented on the progress made by the sport during the past few years. He had been gratified by an invitation to become an honorary member of the Club and had much pleasure in accepting. He also presented a handsome trophy to the Club for annual competition by 6-m. models. The ViceCommodore thanked Mr. Paterson for his generous gift, the second trophy he had presented to the Club, as well as for the general interest taken by him in the success of their organisation and the welfare of the sport. Events at Saltcoats are going with a swing. The constructional work on the new Model Yacht Lake is proceeding apace and everything promises to be ready by the opening date in June. The local Club held the annual general meeting on April 3, when a large gathering of members and friends attended. The Club annual general meeting was held on February 8 (it is not often Aberdeen is so far ahint), and the report submitted evidenced continued success. A boom had taken place in the construc- tion of A-class boats in preparation for season 1934, when the Club adopts the International Class rule. We are not sure whether this portends the handling of the A-class exclusively, but rather think it does. The membership has increased somewhat, and the financial situation is satisfactory. Mr. James McBay, who has filled the Presidential Chair for six years past, has now retired and is succeeded by Mr. Jno. Reid. Mr. McBay is widely known and needs no laudation from us. His quiet, unassuming personality has made him a welcome confrére at many an event all over Scotland as well as in England, and it is a matter of satisfaction to Aberdeen that the Club will still have the benefit of his experience in sailing as a private member. Mr. J. Reid is a popular man and a real enthusiast, so we have no doubt will prove a worthy successor to Mr. McBay. It is a high standard he has to sustain, but Aberdeen folks always strive to beat the best, and we wish him success in his task. Other officials elected were Mr. John Brown, Vice-President ; Mr. Alex. Walker, Commodore; Mr. ‘Robert Milne, Vice-Commodore ; Mr. William Stables, Treasurer ; and A. M. Loudon, Secretary. A very successful Whist Drive was held company of 80 attended. on: March 21, when a Bailie Allenby presented the trophies won during 1933;- as_ follows: “Reid” Cup, Mr. James Caldwell with “Onward” ; “Wood” “Moir” Cup, Cup, “Onward”; * Excelsior”; “Thistle”; Mr. John Reid, “‘ Isadore ” James Caldwell again with Mr. 10-rater Cup, Mr. A. Mitchell, “‘ Clegg’? Cup, Mr. James McBay. and the open Regatta, Mr. Buchan (Fraserburgh) with ‘* Whitewings.” Peter Inter- Club meetings between Aberdeen and Fraserburgh Clubs during last season have turned out so acceptable that arrangements have been made to continue them during the coming season. The Fraserburgh waters are far superior to those available at Aber- deen, and although it means motoring 30 miles in direction these friendly events are eagerly each supported. .And now we know why we had to wait such a long time for news from Aberdeen. One stamp. Fraserburgh Town Council have voted £50 to the local Club, and the Club is to contribute a like sum, to cover the cost of clearing and repairing the banks of the yachting pond at providing employment for Watermill. fifteen The job ex-service is men, and when completed will enhance the pleasure of The Fraserburgh men are all practical sailing. sailors and keenly interested in the sport—a pronounced tendency in most of our Scottish fishing districts which says much for the appeal model racing holds within itself. THE ScortisH CoMMODORE. Oor, SS t if — 5 \ NIL KS SS = a ST HIP /\SDEL NORTH OF ENGLAND. MANCHESTER. imperative. MODEL SHIP SOCIETY. (Lancashire and Cheshire.) VERY successful meeting was held at our headquarters, the Roma Café, Corporation Street, In response to many requests Mr. Manchester. F. E. Heywood gave a talk on the Building of Planked Hulls. This hull was very ably illustrated with the partly planked hull of a model racing yacht. The first essential is a correct drawing with waterlines, buttocks, etc. Too much time could not be spent on this. A very detailed description of the building was then given. Operations are commenced with a “building accurately spaced board,’ which must be absolutely square and true ; the shadows for the ribs are shaped and erected. These are followed by the keel with stem, sternpost, transom, etc. The ribs are then the shadows and fitting the deck. Nothing was left to the imagination. In the case of racing yachts lightness, strength and correct alignment were bent and fitted, followed by the wales. Then comes the planking, followed by the removal of the hull from With a showcase model Mr. Heywood considered this the only way by which the correct scale proportions could be got and the two sides of the model built exactly alike. In the case of a showcase model, unless interior fittings are being the ribs can be dispensed with, and the planking laid direct on to full-sized shadows. shown, After the paper a large number of questions were answered, including a number from members as to the building of models from drawings which members produced. The meeting on March 29 was sparsely attended, as it came on the eve of the Easter holiday, so informal discussions took place. On April 12, however, there was an excellent muster, and Mr. H. _Griffiths entertained members with another of his excellent ‘Cine’? shows. Four films were ex- hibited. The first, taken by Mr. Griffiths himself, assisted by Messrs. Anthers and Mercer, was of scenes round the docks at Runcorn, where a number of topsail schooners and similar craft may be 44 seen frequently, and also of shipping scenes at The second film was kindly lent by the Padre of the local branch of the Missions to Seamen, and showed a variety of events taking place in a Liverpool. ship in the Manchester Docks. Next came a professionally taken film of a race between an American and a British tea clipper from Foochow round the Horn to Boston. As the film was of American origin the Yankee ship naturally won by a cable or so. The dramatic scenes were well set off by numerous humorous episodes, ashore and afloat. This film was in six or seven reels. Finally, we had a film dealing with the Fleetwood trawlers. The evening was a great success, and members dispersed at a late hour. I hope to have the Summer Syllabus out before this appears in print.—Hon. Secretary, C. VicKars, 33, Poplar Avenue, Hollins, Oldham. LIVERPOOL. THE SHIP MODEL SOCIETY. ITH the Easter holidays behind us, the days becoming sensibly longer and warmer, our thoughts naturally turn towards outdoor activities. To the ship model-maker this does not mean the la ° abandonment of his hobby; whether or not he is one of those who confine the construction of models to the winter months, he will still find that the summer gives him scope to pursue his hobby in a broader sense. Many model-makers use the holiday season to collect material for the model which they are planning to construct when the winter closes in. Furnished with camera, sketch book, and .a note-book, they make their way to the coast, wherever they may find the craft they happen to be interested in, and lay in a store of information which could not otherwise satisfactorily obtained, as at first-hand. be BURNLEY. SHIP MODEL SOCIETY. A‘ the last meeting of the above Society the chief topic discussed was the cost of making a model. When the question was asked there was silence for a moment, and then everyone started to give their opinions at once. After the Chairman, Mr. W. Lewis, had managed to restore order, the general opinion emerged that the cost depended on the amount of materials that could be ‘ serounged.”’ One member asserted that he could make a model for nothing if he went to a friend who owned a timber yard, following that by a raid on the wife’s work basket, etc. Another member, Mr. Pargiter, suggested that the cost depends mainly on the skill of the modeller, since one man might be able to make all his own fittings, whereas another might have to buy them. At this point the Chairman decided to close the discussion and proceed with the Agenda. The Society decided to hold a Regatta on Thomp- son Park Lake, the local boating water, on which model sailing is permitted up till Easter. The date fixed was March 24. A lecture on “ How to sail a Model Yacht ”’ was then given by Mr. J. Forbes, one of his models being used for demonstration purposes. Mr. Whitworth proposed a vote of thanks, thus winding up a pleasant evening. Hon. Secretary : Ightenhill, Burnley. J. Forsuns, 64, Park Lane, so Outdoor activities, accordingly, are equally a part of the programme of a ship model society as take place on Saturday afternoons. Anyone interis invited to communicate with the Hon. Secretary, A. R. B. Lyman, 8, Wyndham Road, Wallasey, Cheshire. ested the CORRESPONDENCE. lectures and practical demonstrations of the winter session. The summer programme of The Ship Mode! Society, is therefore, seriously engaging the attention of a special sub-committee, under the enthusiastic leadership of Mr. H. N. Leask. Detailed arrangements will be announced on this page as soon as they are completed, but it is possible to say that some of the outings which it is hoped to arrange are visits to local shipyards on the occasion of a launch; and in direct contrast demolition work at a ship-breakers will be viewed ; the unrestricted inspection of ships in the Liverpool docks—especially unusual types, e.g. whale-factory ship, sand pump dredger, fruit-carrier and meat vessel, with heating and cooling plant respectively, etc. The possibilities in a port of the extent of Liverpool are boundless. These excursions will be open to members and their friends and will in most cases be arranged to SUNDAY RACING. Dear Sir, I should like to support “ Honor First ” in your March issue re Sunday sailing. This non-observance of the Sabbath which is creeping over England is deplorable, and to my mind very unsportsmanlike. Those who observe Sunday only ask for the one day out of seven, but the majority of folks deny them that. Apparently all pleasure in its observance is lost by these people, and it is made positively hideous in pleasure resorts. As a corollary to these conditions I take it the non-observers have refused to entertain any hereafter of the Biblical order, as it would be not only joyless but absolutely boredom. But why make frantic signals for a pilot when crossing the bar? From my experience of 35 years at sea he is always taken well before then. ANOTHER HONOR FIRST, WITH THE POWER BOAT soon be on a par with England, where the sport originated and where the International regattas are held each year. Just as there are class rules for the larger racing fa boats so are there rules for these miniatures. In the metre events no boat is over 40 inches long and the motor, if gasoline, cannot be over 30 cubic Z a ln centimeters displacement. There are no restrictions as to the size of steam motors however, as_ the amount of tubing that is used in the flash boilers is limited by the small size of the boat itself. ANNUAL L.A.S.M.E. SPEED BOAT COMPETITION. N Sunday, March 11th, the second annual speed boat competition of the Los model Angeles Society of Model Engineers was held on the lake at Fairmont Park in Riverside. There were nine hydroplanes metre speed event, which Jined up for the in itself was enough to make the regatta a complete success. As in the past two races held by the club, Bill Atwood, with a brand new “Phantom,” came out the victor by completing the three laps at the comparatively slow speed of 23 m.p.h. This boat has been making better than 30 m.p.h. consistently but due to a broken propeller the owner was forced to use a borrowed one of much lower pitch than the motor demanded which slowed the boat down considerably. It was interesting to note that there were around five hundred spectators on hand to witness the regatta, showing that this sport is rapidly gaining popularity in this country. It is hoped that it will There was one flash steam hydroplane in the event and it finished in fourth place by completing the course in 601 seconds. All the other boats were equipped with two cycle gasoline engines, some of the faster ones employing “rotary-valves’* as in the large racing outboard motors. The boats are fastened by a 65 foot line to a pole out in the lake and run, separately, on a circular course against time. The diameter of the circle being 130 feet, the distance travelled in three laps is 1,225 feet. The timers for the meet were Mr. Harry Stewart, of the Newport Harbor Yacht Club; Mr. Howard C. Atwood of the of Los Angeles, and Mr. Ed. Gleason L.A.S.M.E. Prizes were donated by the Chamber of Commerce and the leading merchants of the city of Riverside. Results :—Ist, ‘“Phantom,’ of Riverside ; time 39 secs. owner, Bill Atwood 2nd, ‘‘Scram,’’ owner, Dan Sanborn of Redlands; time 48 secs. 3rd, “C’mon,”’ owner, Bert Cundiff of Riverside; time 50 secs. 4th, “Miss 76,’ owner, Irving Ohlsson of Los Angeles ; time 604 secs. ‘‘Phantom,”’ (Bill Atwood, Los Angeles). e MS, Len Soe EA ees e ee Bie MO « By G@ (Continued from page 18). h is a 9-pounder, HE gun illustrated this mont the four lengths 7’ 6” long, and represents onehtof of the carriage heig The gun. of size in this ks will vary with the and diameter of the truc n the gun is level the height of the gun post. Whe t half-way up the muzzle should be just tlyabou ct from a technical corre stric not is This ing. open s well balanced look and le simp is but , point of view iage should be carr the lly, nica on a model. Tech is just inboard le muzz so adjusted that when the supper sill, the to d lashe and post d close the of som of the tran after the on rest ld shou ch the bree carriage. on the transom and A block of wood is placed w top of this block and belo fastened securely. Ondriv the gun the give to in en is e wedg a ch the bree shown the wedge or desired elevation. I havee not al and of common norm quit block, as these are obscure the other workshop shape and wouldn only ably on the tall prob is show age carri The ls. detai model in hand the to this g stin adju when side, and side of the after the in s step the height of the d accordingly. The eter cheeks may be decrease also be decreaseddiam w allo to ld shou ks truc after the of er camb no is e Ther . deck the of er for the camb will allowed for in the drawing, but the modeller and sizes to his more easily adapt these positions s from a level work he if ts remen requi cular parti foundation. interest, however, to note that a gun It may be of t shown will exactly and carriage built to the heigh aman and that for Indi our of deck main the suit d be lowered by shoul age carri the the upper deck six inches. ly similar The 6-pounders on the poop are exact should gun the of h lengt The scale. er small a to but 6. is h whic class, this for est be the short the gear, Now, perhaps, we should deal with stout eyewhich keeps the gun in position. Twoplank above bolts are driven into the spirketing (first of gun waterways, top edge forming lowerA side rope is stout post. the of side post), one on each el, eye above the cascabthe passed through the metalrings at the side of through the breeching two eye-bolts. The carriage, and bent to thesehing, as it is called— breec —or rope length of the the gun is fired. when recoil of governs the amount the post another ‘About half-way up the sides of These are to take pair of eye-bolts are driven in. extended is h whic e, tackl gun the of s the hook ing pair. spond corre the and olts between these eye-b shown on the sides of the carriage in the angle of iamen. A 9-Pounder Gun as used in East Ind up of two single the steps. A gun tackle is,made block having one the hooks with ped strap s block to it. The ed splic rope the of the standing part of the pins in the tail is loosely belayed to eone gun main sail. The gun tackl is for hauling the ded. reloa been has it out after som is another In the middle of the after tran tackle set up the of hook eye-bolt to take the the deck. There are between it and an eye-bolt inthe deck, one on either two rows of these eye-bolts infrom the hatches and in d boar out little side just a olt opposite eye-b one aft, and a straight line fore r eye-bolts are very each post or gun. These lattear small, and have a ring simil to the breeching rings on the gun carriage. for drawing A tackle is not supplied separately the others previously the guns in, but one of broug ht into use. This mentioned is unhooked and for the passengers leaves the deck perfectly clear and crew going to and fro. the capstan for The Indiamen always used fitted with a windweighing anchor and were never ver, the Moreo . ships hant merc other the in as lass. before years some les spind iron had ships Kast India . Navy l Roya the in they were adopted be seen in the The position of the capstan can February number. sectional elevation given in the is to 1” scale, or the The accompanying drawing menti oned. just gun the same as that of tan is placed beIt will be noticed that the caps deck is extra thick tween two beams and that theweigh t. On the main great the take to part at this of the deck, but ce surfa with flush is deck the step in thickness equal is and s is housed into the beam with them. sponding The trundle head, which is thelet corre housed or in not is deck, r uppe the timber on ce of surfa the e abov cts proje into the beams, but square in shape. the deck, forming a low platfleormhead up Both the step and the trund r equalarein made to width timbe of s piece of er numb of a er broad what some be d shoul which s, the deck plank on the modern liner. than we are accustomed to as an average width I should suggest about 9” naval vessels with seen have I gh thou , ships in old ‘“ Victory” is a the ve belie I wide. planking 12” case in particular. was mentioned The reader will remember that itbuild ing material at the beginning that none of the standard the is this as h, lengt in 40’ d excee must this deck the ing plann In tree. the length cut from be within must be kept in mind and each plank the butts as far this length. The idea is to have lengthwise and both le, possib as other each from having four by done is This beam. across the are in line that butts of pair planks between each king plank across the beam. First mark off the in 40’ lengths, down the centre line of the deck will most there e, cours Of bow. the from starting but this stern, the at over h lengt likely be a short butt on the does not matter. Next, mark offbe the 24’ further aft next plank to port. This will ’s first butt. The than the middle or king plankfurth er aft than the 8’ is next plank butt to port to port is 32’ aft. middle plank butt. The third is abreast the The fourth 16’ aft, and the fifthtion with every opera this t Repea . middle plank s are reached. As five planks until the waterway h and the butts each plank is cut at 40’ in lengtof 8 (one-fifth of staggered on a common multiplethe result , leading be will n desig nal 40’), a diago With the . plank d secon every s’ aft and to port r to conport side completed, it is an easy matte tinue the idea on the starboard side, working forward from the stern. one It is usual to skirt all deck erections with direction width of planking running in the nosame angles as the erection itself. There areplanksacute d mitre are the where as such tted permi re pictu a of r corne the like s hway round the hatc the outer frame. This is obviated by cutting doffbutt. corner at right angles to the mitreafloat that This has may be seen on nearly every craft am. diagr a ded inclu not have I a deck, so which will There is one other rule in planking when marking have to be taken into consideration the outer edge e off the forecastle planking. Wher athwart to aft and fore the from s curve of a deck ing cover the into ed joggl be must ships, the plank d down to board. The width of the plank is plane is known as the half. The portion thus planed wheth er this was ful doubt is it er, Howev snipe. had raised all they as ships, early the ever done on waterways with the ends of the planks tucked underneath at the bows and stern. (To be continued.) a8 =—aaas| ae y, a l) oe ee SPO GDOO GAG oe | ‘0 r Hh rl | hth Y ee The Capstan. 48 BUILDING A PLANKED MODEL YACHT. ony (yen = mgie_Ie By “ 549.” Our Contributor, who hides his identity wnder the non-de-plume of * 549,” is one of the most skilful builders of planked models in England. To date he has built between forty and fifty craft by this method. All readers, whether interested in yachts, ships or steamers, will find pleasure and instruction in this series of articles. Every step in building is clearly explained, and though a few slight modifications might be necessary in the case of ships and steamers, the builder cannot fail to acquire much information.—Editor, M.M. O my mind a planked model is infinitely superior to a bread-and-butter model. Not only is it like the real yacht, but a planked boat has more spring and life than a bread-and-butter boat. In fact, it is the real thing in miniature, and, as such, it has my unqualified approval. Many beginners in model yacht building are frightened of the difficulties of plank building. Yet this method is really no more difficult and, on the score of economy, can be recommended, as it is much cheaper. Moreover, good waney pine for bread-and-butter building is hard to come by, whereas the material for planking is far more easily obtained. One reason that beginners fight shy of plank building is, that whereas there are several good instruction manuals published on bread-and-butter building, plank building requires more explanation and all instructions published hitherto leave too much to the imagination for a novice to tackle the job with confidence. In the present series of articles [ have endeavoured to rectify this, and have recounted every little process used from start to finish. In order to make sure that nothing was overlooked, I started these notes when I was building my latest model, and after I finished work each evening, sat down and noted everything that I had done. One point that must be emphasised is that, actually, plank building is faster when one is used to the job and really less laborious than carving out a bread-and-butter hull. The only point to observe is that everything must be done in order and nothing scamped. Slackness in the early stages will have to be paid for dearly later on. The boat about which [ have chosen to write is the 10-rater, ‘‘ Evadne,” whose plans appeared in MARINE MODELS last September. This is an entirely novel and original design, which very much took my fancy, as it appeared to hold great possibilities and was a really interesting scientific experiment in design. The first thing to do is to obtain a large scale drawing. The plans sold by MARINE MODELS are half of full-size, so this must be enlarged to full size, and a proper working drawing prepared. From the timber yard obtain a piece of three-ply, tin. thick, about 6ft. 6in. long by 2 ft. wide. Screw this to three battens 2 in. by | in., 2 ft. long, One of these goes at each end and one in the middle. An alternative to the three-ply is a piece of SX (Essex) board. This answers the purpose admirably, and is easier to put drawing pins into. It can be obtained in sizes up to 16 feet by 4 feet. It is about tin. thick, and also requires battening to stop it twisting. For the drawing itself a good “lining” paper will do very well. Pin a sheet to the board and proceed to put in the section lines for the profile, at the correct intervals. A T square is used from one of the edges of the board. Then draw the waterlines square with the section lines. The L.W.L. can be put in in ink, and the other waterlines in pencil. Number all section lines and waterlines to agree with the plan. In taking the measurements from the original plan a pair of dividers must be used, and the dis- tances obtained doubled for the enlargement from half-size to full-size. Take the distance from the L.W.L. to the top of the stemhead, which is the greatest height of any part of the boat. At this height above the L.W.L. draw a line parallel to the L.W.L. for its full length. Draw a second line } in. above this to represent the * housing *’ of the shadows into the building batten. In passing it may be mentioned that the building batten is made from a piece of 3 in. by 14 in. yellow deal. Proceeding with the drawing, transfer the profile from the plan to our drawing. Each measure is taken from the L.W.L., working up or down as the case may be, and doubled. The measures are taken from intersection with the nearest section line where they cross the L.W.L. Then, using a batten or spline, run the lines carefully through all the points that you have laid off. For small curves of sharp radius a steel corset busk will be found very useful. On long curves it will be found necessary to weight the batten in position. In laying off the deckline be careful to take the measurements from the deck edge, not the centreline of the deck, as this shows the camber of the deck beams. 49 At section No. 11 I found that a slight alteration plans was necessary. If the rudder tube is put through at this point it will coincide with the mortices for the ribs, and will make the back- of the bone too weak. It must, accordingly, be moved forward or aft to clear, and I decided to move it 7 in. aft, keeping the profile of the rudder the same. Pin the full-sized body plan on to the board and cover it with tracing paper. Trace all section lines and waterlines, also W.L. 8 and 9. marking the L.W.L. in ink, Then draw a line one inch from the centreline, square with and joining W.L. 8 and 9. This represents the section of the middle of the backbone. Next, draw lines 3 in. each side and parallel to the centreline for the full height of the body plan (not the keel plan). Also draw lines xin. from the centreline on each side of it for the full height of the body plan. These represent the rebate lines. Set the compasses to } in. (representing } in. for thickness of ribs and fin. for planking) and go over the body plan from W.L. 8 to the full height of the body. Carry on past the deck positions to the full height at the bows on all sections. Draw a horizontal line at the extreme height of bows, and a parallel one jin. higher still. These correspond to the two lines on the profile, and the upper one represents the extent of the housing of the shadows in the building batten. Continue the body lines up to this upper housing line. Draw lines square to the centreline at the various deck heights (do not confuse these with the upper line of deck representing the camber). When the stern is reached it will be found that this is about 14 in. from the housing lines. This will form a block screwed on to the building batten. The slots in the shadows for the inwales have next to be drawn on the body plan. Draw a line % in. from the shadow line and }in. down from the deckline. The inwale is made from mahogany ig in. by }in. You now have the body lines ready to make the shadows apart from the notches for the backbone. You next return to the profile plan, in order to get the shape of the backbone. Starting at a point on the sheer, ? in. aft of section No. 0, sweep down, following the curve of the stem, getting gradually narrower until, at section No. 1, you run out into a line 1 in. above the profile turns along W.L. 10, in the and continues along W.L. of Section No. 6, where it and parallel to it. This region of Section No. 4, 10 to a point 24 in. aft W.L. profile drops straight down to of the forward member of the backbone. The central member is formed by W.L. 9 and W.L. 8, from the forward end right through to the rudder post. Turning to the after end and starting from the sheer again, it 9. This gives the is advisable to start on Section No. 14, as this thickness will permit a good housing for the after ends of the inwales. Sweep down from this point, following the curve of the profile, and getting narrower until you run out into a line parallel with the profile and }in. above it. Continue along to a point lin. aft of Section No. 8, and there drop straight down on to W.L. 9. This gives the profile of the after member of the backbone. There will be a triangular gap in the after deadwood from a point about 2}in. forward of Section No. 10, between the lower part of the after member and the top of W.L. 9 on the centre member. This can be filled in up to the rudder post with a piece of waste wood from the backbone. The next thing is to enlarge the fin waterlines to full-size. Mark all section lines carefully and double each dimension. Draw lines for the bolt holes, one 3in. forward of the C.B. (Centre of Buoyancy), and the other 3 in. aft of it. Use the waterlines as centrelines for the fin plans. Mark and number each one carefully, thus: W.L., 1 Top, W.L., 2 Bottom; W.L., 2 Top, W.L., 3 Bottom ; W.L., 3 Top, W.L., 4 Bottom; on until you reach W.L. 8. and so on. Carry This also forms the bottom of the centre member of the backbone. The top plan of this centre member can be got from the waterline plan of W.L. 9. Tracings should be taken of all of these and marked with their appropriate numbers. It is important to show all section lines and bolt holes on these tracings. It is advised that templates of ;; in. three-ply be made for these as they will be found handier than paper patterns. Mark the position for the mast step, which will be found to come on the straight portion of the forward member of the backbone. This forms a nice bed for the brass mast step. Return to the body plan, and with the dividers transfer from the profile plan the top lines of the backbone fore and aft on each separate section. The forward and after members of the backbone are being made from wood }? in. thick (i.e., 3 in. either side of the centreline), so you can now mark out the notches in the shadows which will have to be cut to accommodate the backbone. Cardboard templates must now be got out for On these mark the L.W.L. and sheer height, but carry them right up to the lines repre- the shadows. senting the housing. Also mark the slots for keel and inwales. These templates can be cut out with a very sharp knife or a razor blade. Paper patterns must also be taken out for the three members of the backbone on the profile plan, also of the top and bottom of the centre member of this. Actually, one needs two full-size drawings, one of them being in the form of templates for patterns. On the profile plan mark all mortices for ribs, these being taken from the body plan where the shadow lines enter the rebate lines. The shadow lines will be the inside of the rib, so the outside will be din. lower down. It will be observed that the mortice on Section No. 1 will be wider than that on szy, Section angle. No. 9, because it enters at a greater fh rs. After checking carefully that all section lines and mortices are marked and numbered, paste the paper patterns direct on to the wood that is being When all are glued up, mark the lead line on the fin whilst still in the rough state, and cut off rather used, or on to plywood if plywood patterns are being used. It is advisable before framing up to make the keel up in order to get a better idea of weights. In use a fine tenon saw or a dovetail saw, not a hand all models it is essential to get out an imaginary table of weights in order to work as closely as possible to the total displacement figures given by the designer. It is advisable to check the work frequently during building as regards weight. If one fails to do this, one may find that though theoretically the boat should come out at 21 Ibs., she has actually come out at 22 lbs. A rough table for “* Evadne *’ might be drawn up as follows :— Ibs. ozs. Lead … oat reas role 14 8 Hull =e ce a 3 12 … Deck … Fittings 8 Bo + Mast and Spars -_ Brass Shoe, Bolts, etc. Varnish, etc. … ss oe vee 74 1 1 0 24 than wait until the fin is shaped up. For cutting saw, as otherwise it will-probably be necessary to glue a small strip along to make up for the width lost in the saw cut. After cutting off along the lead line, clamp together again with the bolts that are to be used as keel bolts. These can be made of 2 B.A. brass rod, which can be obtained in lengths threaded all the way, costing about 3d. each. Solder a small nut on to one end and use a wing nut for the other. By cutting these bolts to a length about 13 in. longer than the rough fin (after same has been shaped to the profile), they should be long enough for the finished job. Shape the fin, using a small plane and scraper, and finishing with M2, Fl} and O Glass Papers. Now to return to the shadows. We can cut out these from three-ply, {in. thick. This operation is best performed on a fretsaw machine, but if this is not available, the builder will have to do it by hand. The centre member of the backbone is made from 21 10 Weights in building depend partly on the builder and partly on the material used. Wood, even of the same kind, varies considerably in weight, so that the builder should pick his material carefully. After getting out the templates for the fin, mark out the wood for cutting, remembering that the upper surfaces of each layer are larger than the under sides. Hence the importance of marking each template clearly with its designation (W.L., 1 Top, W.L., 2 Bottom, etc.). First, cut the wood to size for each layer. Square round each piece the section lines and bolt hole lines. Number carefully on top and bottom. Then, with a marking gauge, put a centre line on each piece, carrying it all round the top, ends and bottom. Bore the bolt holes before shaping the layers. Now mark out the exact shapes with the waterline templates. The layers can now be cut out. The builder can either do this himself with saw, small plane and chisel, or he can get it done by a band sawyer. If the latter is done, it should be explained carefully to the operator that for the upper layers down to the middle, the top (or larger face) must be taken. But below this point the bulb of the fin starts, so that the lower face is the wider. This must be duly allowed for, otherwise the wood will be spoilt. If possible, get permission to see this put through yourself. It is a good plan to put a hardwood dowel in the top of each layer, entering the bottom of the one above it. These will stop the layers from moving when being glued up. In glueing up, keep the bolt holes free from glue. Layers are glued up two at a time. wood 2in. by lin. Before cutting this out, mark in the section lines and number, also mark the bolt holes. Then gauge a centreline right round the wood on top, ends and bottom. Bore the bolt holes and mark out both faces. The centre member is then cut out. The forward and after members of the backbone are made from wood exactly ?in. thick. First, mark these out with templates. Then cut and shoot the joints with the centre member, making sure that these are dead square. Next, cut these parts to shape as marked and smooth off the roughness of the saw-cut with a spokeshave. Then guage a centreline round the forward and after members of the backbone. Instead of the marking gauge, next take a cutting gauge. On the underside of each of these parts gauge a line }in. on either side of the centreline. Next gauge a line }in. in from the profile. You have now left a strip }in. wide up the centre of each piece with a rebate }in. wide by }in. deep on either side of it. This is the first stage of the planking rebate. This, when finished, is more than tin. deep, and obviously the angle increases as one gets towards the bows. This is adjusted after one has got the backbone assembled. The rebate across the centre member is best left until the actual planking is being done. This will be explained in due course. Next, bore out all mortices, also the hole for the rudder tube. The latter must be dead true, and is best done with a twist bit, the exact size of the tube itself. Bore halfway in from the outside, then start again from the inside and meet the hole halfway through. (To be continued). Advertisements i f > THE BLUE WATER MAGAZINE. The The unique and Publication world which Pemaened preserves the Sailing Ship Magazine history of the rapidly illustrated windjammer declining in an of the last form. century. Clipper Ship ‘‘Crusader,’’ 1865-1910. Annual Subscription . oi ee 4s. 6d., Specimen Copy 5d., Post Free. Apply: THE PACIFIC STEAM NAVIGATION CO., LIVERPOOL, > WHY ANDY INC £ HANDY FLEETWOOD MYC 64 miles LIVERPOOL_MYC | 27 miles WIRRAL_MYC 34 miles BIRKENHEAD 35 63 MYC A. J. of miles BARK. NORTHWICH CHESHIRE PLATIFIELDS MYC. 20 miles S. MANCHESTER MYC. 20 miles WILMSLOW MYC. 15 miles MYC. miles BOURNVILLE EAST HULL MYC. 100 miles BRADFORD __ MYC. miles LLANDUDNO ks — STOKE MYC. 67miles MYC 25 miles © BIRMINGHAM DERBY MYC. 57 miles MYC 64 miles 2 Advertisements ii 4 IS. SHIPS . ND’? S FITTINGS. | Model Yachting Association ” The following M.Y.A. Fixtures are due: EASTBOURNE A-CLASS CUP. May Gammon Irons Mast Tubes Rigging Blocks tin. 5/16in. 3/8Socket 3/8in. 4in. 5/8in. Metal Sueaved Blocks Price 1/3 each Price 1/6, 1/9and Price 8d. each. 2/- each Heel Plates 5/16in. 3/8in. 4in. Price 10d. each. Metal Cleats 3/8 316 Price 6/6, 7/-, 7/6 Plain Double ,, 19 ,, 1/6 Stropped Double Price 2/3, 2/6, 3/- 1/6 2ist. Platt Fields, Rusholme. 1/2 doz. Stropped Single 2ist. O.0.D., W. J. EB. PIKE. May 516 38 tins. Plain Single Goose Necks 3/8in. din. 9/16in. Price 1/9 doz. 1/4 and MANCHESTER 10-RATER REGATTA. Boxwood Blocks AdjustableSlides 19th Eastbourne M.Y. Lake. Unlimited entry. 0.0.D., E. J. STEVENS, Unlimited entry. ,, LONDON 10-RATER REGATTA. May 27th, Clapham M.Y. Lake. O.0.D., A. LITTLEJOHN. Three Boats per Club. NATIONAL 10-RATER CHAMPIONSHIP. June Port and Starboard Rogers Anchors Steering Wheels Lights 11/8″ 13in. 2 1/8in. long 9/16in. #in. 7/8in. dia. Price 4/- 4/6 5/- pair Price 2/- 8/- 4/- each Stanchions Byers Anchors Price 9/16in. 2 ball 1/3 doz. Price 5/- 6/6 13. 16in. 2 ball 1/6 13,16in. 3ball 1/6 ,, 8/-each Price 4/- 4/6 5/- each Telegraphs din. fin. lin, high Price 2/- ,, 2/6 BRITISH A-CLASS CHAMPIONSHIP. July 3/-each 254, \. O’Euston EUSTON ROAD, “Phone Musuem 7137. Road, LONDON, Ltd., All N.W.1. Established 1887. 34 A. Py, ARNOLD’s ¥ Unique Wrist Watch Three Years Guarantee i ; 3 5: Be | is air-tight, / *“*K.”” Other at least double), ecmplete with strong leather strap, or with Armour-plated bracelet, 50/- M.Y.A. Hon. Fitz-Neal Secretary : St., London, W.12 by Messrs. Daniels and Sleeps 4on bunks. Unattended. Terms Most Reasonable— Post ; . at 4th. Smart privately owned Single Cabin Boat 30-ft. overall. Very fast. only 35/= Free models Aug. Double Cabin Yacht, 32-ft. overall, very fast and comfortable with attendant. vibra- ; 124, (designed Tucker). years, Price Entries to the LITTLEJOHN, **Piyari.” tion proof and shock-proof. Moreover it is guaranteed to keep accurate time for three / OK Eee : glass, to ! Norfolk Broads Holidays. ‘ NO HANDS. NO GLASS. This smart Watch is now being worn throughout THE EMPIRE. It has no hands, no 30th Fleetwood M.Y. Lake. O.0.D., Wm. CARPEN TER. Three Boats per Club. Sailcloth, finest quality Union Silk, Price 2/3 yd. Send for Bond’s Catalogue, 6d., post free. Bond’s tOth. Birmingham M.Y. Club. O.0.D., C. E. LEmMon. Two Boats per Club. G. (worth THETFORD, BUNGALOW aq LANE, THORPE ST. ANDREW, NORWICH as illustrated, 5/- extra. Obtainable only from A. ARNOLD & Co., 122, St. John Street, Clerkenwell Road, London, E.C.1. {BLUE PRINTS FOR SHIP\ MODELLERS Mounts ns Plans Arnold’s Smash-proof Watch I Waranted Three Years. We offer you a 32/6 Gent’s Watch at the and deck plan, 7s. 6d. Pp with Chromium Mesh _ MARINE Com- from Scale lin. = lft. authentic 6/6. Rigging and Sail plan, MODELS, GOLDEN HOUSE, GT. PULTENEY STREET, Slip-on Bracelet or strong Leather Strap. Lugger. taken 7s. 6d., or 12s. 6d., post free. scientifically shaped to fit snugly to wrist. Extra superfine shock-proof lever movelete (Penzance) Four Masted Barque “* Buteshire” (1888), drawn byG. W. Munro. Profile lines astounding reduced price of 15/- (post 6d.), to advertise our indestructible Watches with handsome Chromium Plated Case, ment, fully luminous or plain dial. Bay of typical boat, Builder’s Half-Model. a LONDON, W.1. In reply to Advertisers, please mention MARINE MODELS. oJ 7 HOW TO MAKE MODEL SHIP AND STEAMER FITTINGS. (Continued from page 6). N my last article we started to consider making engine room telegraphs and drawings of same were given. Now to describe these in detail. Fig. 30 is an engine-room telegraph, and they are much the same on big and little ships, except, perhaps, they may have one or two control handles, according to whether they are single or twin engine types. It.should be also noted that sometimes they are fitted with a small side lamp for night use, but we will not bother about this refinement. As before, the main column can be turned from the solid and drilled out to lighten it, leaving a solid base into which a fixing screw can be run. The body is simply a piece of brass tube of suitable diameter and width. This should ke slipped on a wooden mandrill and a light cut taken along in order to reduce the outside diameter slightly, leaving a small flange at either end, the ends being squared off and slightly bevelled. The top of the column must be filed out to suit the radius of the body, which should fit nicely and be neatly soldered into position. Now turn up a solid wooden plug to fit fairly tightly into the brass body, but before removing it from the lathe chuck, run a small drill right through its length. This hole is presently to take the spindle on which the control handles are fixed. On good white paper describe two circles exactly the same size and equal to the diameter of the wooden plug. Mark these out with good Indian waterproof ink as shown in fig. 30a. Then stick these on to each of the ends of the wooden plug with Croid, or any suitable glue, and give each a thin coat of colourless varnish. Cut and file out from a piece of scrap brass two control handles (fig. 306) exactly alike. Drill and tap out the spindle hole at “c” (fig. 306) to suit the brass spindle, which may be a small piece of brass wire. Screw one end of this, and screw on to it one of the control handles firmly, and then push the spindle through the hole in the wooden plug. Mark spindle exactly where it comes out the other side. Now withdraw it and cut a thread down to this mark, replace in position. Screw on the other handle tightly and adjust till both handles coincide, and yet allow them to move stiffly round the body. Your dummy engine-room telegraph is now finished. Of course, in a real telegraph there is a similar dial in a convenient position on the control platform in the engine-room below. This is connected to the bridge apparatus by means of cables, chains, rods and levers so that the pointer corresponds exactly with those on the bridge as they are moved. A bell is also rung in the engine-room to attract the attention of the engineer on watch, who immediately By A. P. Isarp, A.M.I.Mech.E. answers by repeating the signal to the bridge in the same way, where also a bell rings signifying that the order has been received, understood and acted upon. All ships and boats have navigation lights of some kind but as these vary somewhat and it is neccessary to place these correctly in accordance with the type of vessel under construction, I will give a few notes on this subject before proceeding with the actual methods of modelling these. I think the clearest way to do this will be to give a few extracts from the Rule of the Road at Sea as concerning lights, but it must be understood that this is intended as a guide for modellers and not for the use of navigating officers! Extract from the Rules of the Road at Sea. ART. 2—A steam vessel when under way shall carry— (N.B. Steam vessel is also understood to apply to any power-driven vessel.) (a) On or in front of the foremast, or if a vessel without a foremast, then in the fore part of the vessel, at a height above the hull of not less than 20 feet, and if the breadth of the vessel exceeds 20 feet, then at a height above the hull not less than such breadth, so, however, that the light need not be carried at a greater height above the hull than 4o feet, a bright white light so constructed as to show an unbroken light over an arc of the horizon of 20 points of the compass, so fixed as to throw the light to points on each side of the vessel, viz., from right ahead to 2 points abaft the beam on either side……… (b) On the starboard side a green light so constructed as to show an unbroken light over an arc of the horizon of 10 points of the compass, so fixed as to throw the light from right ahead to 2 points abaft the beam on the starboard side… . (c) On the port side a red light so constructed as to show an unbroken light over an arc of the horizon of to points of the compass, so fixed as to throw the light from right ahead to 2 points abaft the beam on the port side………..% (d) The said green and red side lights shall be fitted with inboard screens projecting at least 3 feet forward from the light, so as to prevent the lights from being seen across the bow…….. (e) A steam vessel when under way may carry an additional white light similar in construction to the light mentioned in sub-division (a). These two lights shall be so placed in line with the keel that one shall be at least 15 feet higher than the other, and in such position with reference to each other that the lower light shall be forward of the upper one. . The vertical distance between these lights shall be less than the horizontal distance. Note. For the benefit of the uninitiated a compass card is divided into 32 points, and as a circle contains 360 degrees, one point is equal to 11} degrees. (T’o be continued) a The Editor accepts no responsibility for opinions expressed by Correspondents. DEPRESSION FROM SAILS. Sir, Possibly I misunderstood “ Delta’s ” diagram on page 9 of your April number. I am in complete disagreement with his findings, as I interpret them. It suggests that when a model is on its beam ends all the forces are nothing at all—which is absurd. [ make it that the depressing force varies (a) with the displacement ; (b) with the depth of the centre of gravity below the heeled metacentre; (c) with the square of the tangent of the angle of heel and (d) inversely as the height of the centre of effort above the metacentre. (A) means that if the displacement is doubled the depressing force is doubled. Similarly for the depth in (6). (D) means that if the height is doubled the depressing force is halved. (C) means that the depressing force is very small for small angles of heel, but that it accumulates at a very rapid rate for large angles. The amount the hull actually sinks under the additional load of the depressing force depends on the area of the heeled water line plane—a narrow boat sinks more than a broad one. Speaking in terms of the various suits of sails of a model (7) means that the depressing force for any angle, say 30° heel, is less with the first suit up than with the second at the same angle when the breeze is stronger. Similarly, the depression increases with third and fourth suits. It frequently happens that under a high first suit the depressing force may be less than the lift of the model on heeling, and the model may actually rise a little and shorten the waterline. Under second suit the effects may cancel, and with the third and fourth suits up, a well turned out model generally sinks into the water by an amount noticeable to the eye. It is idle, therefore, to attempt to design a model that will neither lift nor depress, as it cannot comply with all these conditions. “ Delta” doubts whether modern racing yachts experience any vertical depression from the sails. I think it is inevitable that they should. About 20 years ago—how time flies—Major B. Heckstall-Smith described very graphically how several large schooners, ‘* Meteor,” “Germania,” etc., I think, were caught napping by a heavy squall off Bembridge when racing for the King’s Cup. Being unmanageable they careered at high speed out of control, the huge sails refusing to fall as the halliards were eased, and I seem to recollect that the schooner on which he sailed took solid water down the centre line hatches. She finished with eight feet of water in the hold by the time the squall passed, and under such conditions with the vessel foundering amidst terrible language, probably from all in charge, the amount of depression from the sails is apt to pass unmeasured. I fancy it was there all the same. In the old days, under similar conditions, the weather lanyards were cut away with axes, and the whole rig had to go overboard. The most extreme cases that I can quote. however, are the American deep sea A-class models, which utilise double the allowance of normal draught or thereabouts. According is to be expected. to (b) heavy depression I also recall Mr. Daniels remarking on his return from America, how one of these exceptionally stiff models settled down in the water and travelled at high speed in a stiff breeze through everythin g, and all awash like surface. a submarine running on the Occasionally one sees a yacht bore in proximit y with another with a similar sail plan which does not bore. The sails are probably by the same maker, and it is probable that the cut of the jib, etc., has little or nothing to do with the question. As regards the Beaufort Scale and wind velocities, the following may be of general interest.‘ Flash,” an A-class model of 56 Ibs. displacement, about 42 Ibs. of lead, 12 ins. draught, and 17 ins. beam, was rather over-canvassed at Fleetwood when tested whilst the racing was postponed on account of the 50m.p.h. gale. She was carrying a wee six’s first suit of about 1,150 sq. ins., and ‘a smaller fourth suit was made on the spot. In previous years in this competition when it has blown not quite so hard, 40-45 m.p.h. gales possibly, “ Mary” and “Gertrude” have practically won the eliminating rounds under canvas of approximately the same area, 1,100—-1,200 sq. ins., the first suits of the 10-metres “* Decima ” and “ Principia ” respectively. Fourth suits of rather smaller area than this even, are recommended for really bad weather. At 80m.p.h. the wind blows the tops off the waves into a horizontal flood of spray and spume, and it would be like playing a hose on a model, which would undoubtedly founder. “Km Printed and Published for the Proprietor by H. G. STONE & Co., (Printers), Ltd., Town Green, Wymondham, Norfolk.