- Title. Author. Summary
- Title. Author. Summary
- Title. Author. Summary
- Title. Author. Summary
- Title. Author. Summary
ie tito TMM B= 3 — = -Ohfic P = k j eaS – so (Continued from page 66). Maes masts for models is a very fascinating pastime and, so far as our Indiaman is concerned, should be tackled during the building as a side line and change. Moreover, the repetition in making and rigging very tiny details becomes very trying to the hands, eyes and brain. Once the tired feeling creeps in, the model is doomed with at least 99 per cent. of the builders. So that is why I suggest that the masts, spars and rigging should be well advanced, if not complete for fitting, by the time the hull is ready to receive them, Apart from this reason, a more important one is several little bits of rigging will be omitted at the beginning with the idea that they are fitted later on the full size ship and it is, therefore, more sailorlike to follow the rigging in prototype sequence. Nothing is more hopeless than trying to complete the cordage of a half-rigged model. Each mast will, therefore, have every detail complete on the work-table before it is stepped into the hull. The standing rigging must be cut to the correct length, but not set up until all the details underneath have been allowed for in inaccessable corners. As I mentioned in the beginning, Indiaman were rigged very like the ships of the Royal Navy and whenin doubt, we may presume they followed the Navy method rather than the merchant ship. Size for size, the Indiamen had shorter masts and spars than the Navy ships and the following factors will be found to work out just a little less than the sizes given for a 46-gun frigate’s masts, but about squal for the length of the yards and booms. _ Using the rule: length of lower deck + beam + 2, we get 92 feet for the total length of lower mainmast, but this must be divided up into different portions to be of any use. From the deck to the hounds should be breadth of vessel x 1-4, This will work out at 52 ft. The head is hounded length x -25. This gives 13 ft. and is and is measured mainmast, the at the deck partners. proportions will be On deck, 31 our in. hounds, 23} in.; head, 194 in., and heel 262: in. If the reader will place this out, he will see that from an the heel to the hounds easy convex curve each the mast way from tapers in _the The head is quite parallel all the way up. deck. The hounds must be carefully carved out of wood and fastened on each side of the mast, the top edge in line with the hounded length mark. It is usual in modelling to have the hounds and bibbs in one, and their combined width will equal the diameter of the head of the mast plus the diameter of the heel of the topmast. The length of the hounds is generally about two-fifths the length of the lower mast head. The thickness is half that used for the trestle trees. My own method of fitting up the head of a mast is to cut a couple of pieces of wood about the size required and glue them on either side of the mast and then work them into shape with a file. It is very easy to square off the top edges in this way, and the frail strips of wood can be shaped so much more easily when in position on the mast, where it can be held firmly. The trestle trees are next cut to the right length and width and similarly glued against the sides of the bottom of the mast head and resting on the top edge of the hounds. The chamfer at the ends, and the grooves for the cross-trees are made with a file after the trestle- trees are in position. Very small holes with pins driven into them may be placed in the way of the mast to represent the iron bolts which would normally secure these fittings. In making the top, I used 3mm. 3-ply wood and cut it to the correct shape. I next cut a D out of the same wood to represent the rim of the top and glued this downin position on the previously cut piece. This made the edges 6-ply, and a gentle rather long for the early ships, as I believe the rub down with sandpaper soon reduced the rim after 1815, and then it was found by adding 1 in. when the edges are cleaned up. long head was not introduced into the Navy until to every yard in the total given length of the mast used previously. However, we now have a mast 92 ft. long divided up into lengths of 13, 52 and 27 ft., respectively. The given diameter is always | in. for every yard in the whole length to one or two-ply less. The jeb looks very neat The lubber’s hole was cut with a stencil knife, and the cross-trees were glued underneath in position and dressed to the proper proportions. over the masthead and The top was then put gradually worked into position on the trestle-trees until it remained in ~— CO the grooves very securely, looking very like the real thing. The mast I was making was for a small ship, and to + in. scale and needed very careful handling. Anyone fitting up our Indiaman to 4 in. scale would find this method very much easier on the proportionately bigger mast. It is usual to board in the top by letting the boards into grooves cut some way below the top surface of the cross-trees. This may be represented by making the cross-trees somewhat thinner below the top and glueing a fine strip on top to make up the difference. This will be quite clearly seen in the illustration at the top right of page 33 of the May issue. The dimensions of the top are taken from those of the cross-trees and trestle-trees which are: eross-trees, length, 18 ft.; width, 15 ins.; thickness, 10 ins. in the middle and snaped down to 5 ins. at the ends; trestle-trees, 13} ft. long; 15 ins. high; and 7} ins. thick. The weoldings on the mast may be represented in several different ways, according to the scale at which the work is being done, but taking it for granted that 2 in. rope will be used and 13 turns taken round the mast, these bands will be 8} ins. wide or about 8} in. to allow for play. Dark brown silk may be used for this and I should say the complete width of the woolding is more important than the size of the silk and number of turns on Our Indiaman probably had iron the model. hooping between the woodlings and thin strips of hard paper will probably do this job better than The mast hoops, together with the any other. underside of the top and hounded length of mast, The cap, masthead and are all painted white. wooldings are all black. The foremast is exactly the same as the main- mast, but a little shorter from the deck to the hounds. The hounded length should be -91 that of the mainmast, and the headed length exactly the same as for the main. With the amount from the keelson to the deck added, we shall get a foremast 88 ft. long and 31 ins. diameter. In the Navy the foremast is a little shorter in proportion and would have been 82 ft. long. The top of the foremast is exactly the same in every way as that fitted on the main. I believe the wooldings would work out about one less on the hounded length, and this agrees with the majority of the contemporary pictures. As the name implies, the mizen is only about half the size of the mainmast. At least, it was originally, but at about 1800 it had reached the proportion of about two-thirds the length of the main. This does not agree with the proportions given in the usual text books, because the mizen was very seldom stepped right down on the keelson, but was cut off at the lower deck. Our mizen-mast will be 65 ft. from cap to heel. The hounded length should be 34 ft. 6 in. and the head 10 ft. long. The diameter at the deck is 21 in. and whether this diameter is obtained by using one piece of timber or two scarphed together is purely a matter of what timber is available and the possible quality inside. If the main and foremasts have been nicely hooped and woolded, it may be better to hoop the mizen as well. Earlier ships would, most likely, have just a few woolds to hold the’ scarph. As no mizen course or cross-jack is carried there is no occasion to fit a front fish or paunch on the mizen. The diameters at the different stations on the mizen are 21 in. at the deck; 15} in. at the hounds; 134 in. at the head and 18 in. at the heel. The proportions of the mizen-top are taken from the length of the topmast and our Indiaman will have mizen cross-trees 13 ft. 8 in. long, 103 in. wide and 7 in. thick. The trestle-trees are 10 ft. 6 in. long, 103 in. deep and 5} in. thick. The topmasts in the Merchant Service are just a little shorter than in the Navy. The method of finding the length is from the beam and should be: beam x 1-37 for the main topmast, beam 1:27 for the fore topmast, beam x 1-09 for the mizen topmast. The diameters at the lower cups will be 1 in. for every yard in length, and the different proportions of these masts work out at, main topmast, 18 in. given diameter; 12} in. at the hounds; 9% in. at the head. ; 154 in. given diameter The foretop mast: 103 in. at the hounds; 8 in. at the head. The mizen topmast is seven-tenths that of the main and ours will work out at 12} in. given diameter, 83 in. at the hounds, and 6% in. at the head. The headed lengths of the three topmasts are fore and main 9 ft. and mizen 6 ft. I have merely mentioned the lengths of our particular Indiaman’s topmasts as it would be impossible to give a rule to cover all requirements. Some ships had short topgallant masts and would not need very long Other ships had doublings to support them. permanent royal masts, formed by continuing the length of the topgallant mast. [Others, again, set up a royal mast exactly like the topgallant mast with tiny cross-trees and trestle-trees at the head of the topgallant mast. This being so, I will give the lengths of the masts as I have drawn them. The main topgallant mast (from heel to stops), 24 ft. 8 in. diameter at the cap. Royal mast, 16 ft. between stops, 54 in. in diameter. Pole, 6 ft. 6 in., taking an easy taper from the royal mast. The fore-topgallant mast, 23 ft. 4 in. (heel to Royal, 10 ft. 6 in. between stops), 8 in. diameter. stops. The pole is 5 ft. 6 in. long. The diameters are the same as for the main. The mizen topgallant mast is 19 ft. long, and the royal mast and pole are in one, making 11 ft. 6 in. The diameter of these frail masts are quite impossible on the model unless some substitute for wood is brought into use. Knitting needles are made in a variety of materials, many of which are 82 coloured to represent wood. I believe this solves the problem to some extent, and should help the modeller to preserve the fine diameters of the foresails, masts and spars. The bowsprit is the same diameter as the main and foremasts, but tapers off more rapidly towards the outer end. The length is three-fifths that of the mainmast, and in one case will be 55 ft. 10 in. long. The given diameter of 31 in. is at the bed, as between the knight heads. The diameter of the outer end will be 20%in. and at the inner end or heel, 263 in. From the heel to the bed, it is octagonal, the bed is square and the outer portion is round or very nearly so. It is usual to fit the cup at right angles to the waterline, but sometimes it rakes aft a little. | However, the smartest ships have the cup straight up and down and so giving a better idea of the stive of the bowsprit. The wooldings are equally spaced along its length as in the case of the lower mast. The jibboom is 39 ft. 1 in. long, or -7 the length of the bowsprit. One-third of its length is inside the bowsprit cap. The inner portion is rounded on the sides and top and flat on the bottom. The flying jibboom is about the same length as the jibboom, and as the inner end steps into the bowsprit cup, one-third of its length projects beyond the jibboom at the outer end. It is set up on the starboard side, but is only carried when the weather is suitable. As the name implies, everything on it is rigged or set flying and easily taken in. The yards on the mainmast all follow the usual rules and their lengths are as follows :—lower yard, 80 ft. 10 in. long and 18% in. diameter. Topsail yard, 59 ft. long, 121 in. diameter. Topgallant yard, 37 ft. 6 in. long, 7} in. diameter. Royal yard, 24 ft. 6 in. long, 6} in. diameter. The yards on the foremast are :—Lower yard, 70 ft. 7 in. long, 16} in. diameter ; topsail yard, 52 ft. 8 in. long, 11 in. diameter ; 32 ft. long, 63 in. diameter ; 4 in. long, 55 in. diameter. royal yard, 26 ft. The yards taper from the middle or slings to the outer ends where they are half the given. diameter. The arms of the lower yards are 4 ft, long. Topsail yards, 4 ft. 6 in. The others are much shorter and range down from 18 in. to a foot in length. The big difference in the yardar m lengths of the topsail and lower yards, compar ed with the rest, is on account of the former having to extend the stunsail booms. The mizen yards are as follows :—cross -jack; 59 ft. long, 121 in. diameter ; topsail yard, 40 ft. long, 8} in. diameter; topgallant yard, 28 ft. long, 5} in. diameter. If a royal yard is carried, this is just half the sizes given for the topsail yard, As I mentioned last month, the change over from the lateen mizen to the gaff took place at the end of the 18th century, and our Indiaman most likely was rigged with the more modern spar. The length is determined by the distanc e between the mizen-mast and the taffrail and should be equal to this space in length. When a driver is set, the spar will take the form of a jack yard, and extend the head of the sail out to 39 ft., but whether the driver is set as a complete sail or merely with a short yard and taking the form of a ring-tail, is a matter of option. The boom which sets the lower portion of the driver should be about 55 ft. long when it is rigged on the mast, but may be shorter if the boom is merely lashed to the taffrail. As the reader is aware, an article or Masts and Spars appeared in MARINE MODELS in the May and June issues, and I have avoided overlapping where possible. The shape and _ propor- tions of the Indiaman’s spars are exactly like those in the Royal Navy, and the illustration serves very well for the present ship. We must next go into the rigging and finer points which are necessar y to complete the equipment. topgallant yard, (To be continued). HOW TO MAKE MODEL SHIP AND STEAMER FITTINGS. (Continued from page 59). ONTINUING the manufacture of the sideligh ts there are still the tops and clips to make. Make and fix the chimney tops not forgett ing to fix the handles into position. A little clip or socket should be fixed to one of the backs of each lamp for slipping into the side screens in order to hold them rigidly in position. All the little lamps should be made to the same scale and with the same finish. They can be all made of copper and highly polished, or they can By A. P. Isarp, A.M.I.Mech.E. even be made of tin and painted with a good finely mixed aluminium paint to represent galvanized work, There may be other methods of manufacture that seem easier to the builder but those suggested will produce very good lightweight models if the work is carried out carefully and neatly. What- ever method is used, the work is bound to be somewhat finicky since the lamps themselves are so small. 83: Searchlights Fig. No. 35 are not to be found on every ship but they are being more and more fitted to almost every sort of craft. Of course, on small craft they more resemble large motorcar head lamps than proper searchlights. y FIG. 35a Sidelight Body. (See June number). solution. For this purpose he would require, (1) a solution of silver nitrate, (2) caustic potash, (3) milk sugar in powder, ammonia and distilled water. First the glass must be chemically cleaned with soda and nitric acid, and not touched afterwards. with the fingers. FIG. 34a. Most model makers like to make this fitting to work by means of a small electric bulb but the trouble is that the real searchlight body is shorter than its diameter and to get the length inside the body to allow for the bulb would make the diameter far larger than the scale of your model would probably allow. The writer, therefore, does not propose to make a working model in this instance. A ring should be turned up for the front of the searchlight with a lip to just slide into the body and a little recess in the front to take the front plain glass as shown in Fig. 35a (like your watch glass fits.) Before the mirror and front are fixed into position, bend up a small piece of thin brass sheet into shape for the top of the lamp and also for the box at the bottom which contains the arc mechanism in the prototype, and solder: into position. Mark off and drill centre trunnion holes in the body and solder small short pieces of brass wire in for the trunnions. Suitable sized brass rivets slipped through from the inside make a fine job. Cut out from fairly heavy brass sheet the shape shown in Fig. 35b. But solder on a brass washer to thicken the trunnion bearings, bend this to form the trunnion arms and bearings. These can be sprung over the trunnions later and adjusted to allow the lamp to depress and elevate. os FIG.35.% Turn up the base from a piece of brass rod to The body and back may be turned out of the solid but it must be machined as thinly as possible. A piece of “looking glass” carefully cut and ground must then be pushed down the body against the back as far as it will go or if the builder is very particular he may visit the optician and get a small lense to suit the curvature of the back and silver it himself by sticking to its back a piece of the shape shown in Fig. 35, drill a suitable hole in its centre and tap this. Run a bolt through It would not pay the amateur to attempt The inside of the lamp should be painted dead black and the outside painted either grey or black silver foil. N.B. to silver glass himself but if he wishes to try his luck, he must get the local chemist to make up a the centre hole of the trunnion arms screwing it into the base just tight enough to allow the lamp to revolve smoothly. Then run on a nut from the under side and tighten up; if your bolt has been made long enough it will now pass through the deck when another nut and washer can be run on to fix it firmly. all over. 84 The builder may, if he wishes, add a polished brass hand wheel to one of the trunnio ns which will present a very nice appearance, or if desired, they may be varnished. back of the so easy to make since they are oval and not round, must be extended for the purpos e, for elevating and depressing the lamp, and a handle at the lamp which is purposes etc. used for steadying For revolving the lamp a refinement can be fitted in the nature of a dummy rack and pinion with hand-wheel, but since the fittings will be Fig. No. 38. Water Breakers. These are not however, it is not difficult to shape these by hand with a sharp pocket knife from hard wood. It only requires a little time and patience. These also must be highly polished, oiled or varnishe d. very minute, they will not be easy of manufacture. Fig. No 36 illustrates Fire Buckets. very simple to make. wood and polish all Turn over to These are them out of a high finish. handle should be of rope and a piece line makes quite a good job of this. hard The of fishing Finish by painting them a bright red and use only the best enamel. The word “FIRE” must be painted in black or gold in the position shown, To make the brass bands, mark off on a sheet of thin brass and cut off thin strips. Bend these round at the position F’G.36. When there are a number of the same articles to turn up, (such as these fire buckets ) mark out on a piece of stout tin a half profile and use this as a gauge when turning in the lathe by present- they will be fixed in and carefully mark off the exact lengths. Now remove and allowing the ends to overlap very slightly, solder together. This will shorten them slightly but if care is position. used they can now be forced on into Do not use too much force or you may break the soldered joints. Arrange all the joints to be on the underside of the breaker. ing it now and again until it fits exactly. Deck Tubs Fig. No. 37 can be made in the same way but they must be scored with a sharp pointed scriber or any sharp pointed piece of steel wire, to represent the separate planks as shown in the sketch. The bands may be turned from the solid wood painted either gold or black. It makes a better job still if two pieces of brass tube of differ- and ent diameters are to hand. Slices can be cut off these, and real brass bands made and slipped on. The handles must be of rope and their lugs very carefully cut out with a very sharp knife. These deck tubs must be made of dark wood and after highly polishing in the lathe, linseed being rubbed in as the lathe revolve s, they oil FIG. 38. I shall conclude the description of the manufa cture of these water beakers in the August number of MARINE MODELS. (T’o be continued.) OBITUARY NOTICE. The late Mr. E. E. Marshall. | is with the deepest regret that we have to record the death of Mr. E. E. Marshall, at the age of 53. On Sunday, June 10, he was at the railway station seeing his daughter off. His dog which he had with him, took fright at the noise of the train and tripped Mr. Marshall with the lead. He fell, fracturing his femur. He seemed to be making good progress, but pneumonia developed and he passed away on the afternoon of Friday, June 15. He was cut off by this sad accident in the prime of life when he should have had many years of useful life before him. Mr. Marshall was born in Australia, but came to this country when a young man. He established himself in business as a wholesale chemist and had a considerable struggle in his early years. Always a determined fighter, he battled on and eventually made good. In his early years Mr. Marshall did a great deal of sailing in Australia, and he handled a yacht very well. He took up model sailing in this country, and ran a 10-rater with the old Highgate M.Y.C. He turned to the A-class in later years, and was the first Chairman of the Y.M.6-m.0O.A. at Surbiton. Mr. Marshall also took a prominent part in the affairs of the Model Yachting Association, having served that body in various official capacities for many years. In 1930 he was Officer of the Day at the M.Y.A. Gosport Regatta. In the course of his business, Mr. Marshall travelled the country, and he took advantage of these trips to call on many model yacht clubs and advocate the sport in local branches of the Rotarians. He had a very downright manner and abominated. any sort of underhand business. He was a very outspoken man and detested hypocracy. Mr. Marshall had a fertile and imaginative brain. He was possessed of an inexhaustible energy and threw himself wholeheartedly into anything he took up. He was quick, incisive and an incurable optimist. The photograph reproduced was taken by Mr. C. N. Forge at one of the Gosport Regattas. When this magazine was established as THE MODEL YACHTSMAN, Mr. Marshall at once volunteered the use of his offices and personal services. He has since taken a prominent part in guiding its destinies. We ourselves have in consequence of the magazine, been brought very closely into contact with Mr. Marshall, and had the greatest regard and respect for him. Mr. Marshall’s death leaves a gap that is im- possible to fill. His friends throughout the country and overseas will greatly miss him. He leaves a widow and one daughter, to whom we tender our most sincere sympathy in their bereavement. INTERNATIONAL MODEL POWER BOAT RACING. PHENOMENAL SPEEDS ATTAINED AT VICTO RIA PARK. fie Model Power Boat Association are to be heartily International June 24th. congratulated Regatta on the successful held at Victoria Park on The card only consisted of two events, the International Race and an Open Speed Competit ion. The first was 5 laps (500 yards) round the pole and was confined to I.C. engined craft with cylinder capacity not exceeding 30 c.c. Two runs or three attempts to start were allowed. The second competition was 3 laps (300 yards) round the pole, and was open to all boats not exceedi ng 16 Ibs weight propelled by electric, steam or LC. engines, but the latter were limited to a cylinder capacity of not more than 50 cc. In this also two runs or three attempts to start were permitted. The weather was rather close and after lunch a fairly heavy shower fell. The water was in excellent condition. For some reason a start was not made until some time after the advertised hour, and there were some slight delays between the running of the competitors. Racing was, however, excellent, failures few and far between, and the proceedings obviously much to the taste of the large audience gathered round the lake. The fleet included entries from Bradford, Bristol, Glasgow, Fleetwood, Wickstead Park (Ketteri ng), and Paris as well as the S. London and Victoria boats. Several boats were entered from Cambridge but for some reason none of these started. Mons. G. Suzor, who represented France, brought over a new “Nickie.” “Nickie V” is a very remarkable boat and certainly capable of greater speeds than she attained on this occasion, though her speeds were by no means to be despised. The plant consists of a two-stroke engine fitted with twin carburetters and an automatic throttle. She has the plug inclined towards the inlet side of the engine. The engine has three exhaust pipes. As usual with M. Suzor’s engines, her plant is beautifully finished and the greatest attentio n paid to details. Every nut is carefully drilled and wired, and every adjustment most carefully marked. She had an extremely neat oiling system. The hull of “Nickie” displayed great original ity. The hull proper is built of three-ply mahogany with the greatest beam far forward. The boat in plan tapers away to a narrow rounde d stern. The bottom is practically flat but right aft it is very slightly concave. The bottom is fitted with two duralumin plates forming the planes. These are supported by metal stays, and have horizontal riding surfaces at the lower edge. The step is about 17 ins. from the bow and the riding surface is about Ij ins. long. As the boat is about 12 ins. wide at this point, the area of the riding surface is about 15 sq. ins. Although the boat tapers at the stern to a beam of about 7 ins., the riding surface is longer and has a total area approximately equal to that of the forward plane. The forward edge of the dural umin plates is not hard up against the bottom of the hull but away from it leaving a gap of possibly 54; in. In the case of the after plane, owing to the slight concavity of the bottom this gap is rather more in the centre of the plane. efficient ventilation for point is also This should provide most the planes. One slight worthy of notice. The bottom at the step is bulged downward for the bottom of the crankcase but this does not protrude below the plane. The skeg is fixed outside the stern and carefully streamlined being blunt on the forward edge and tapering to a knife edge aft. The shaft as is usual with M. Suzor’ s boats is fitted with an universal joint and has a thrust ball bearing. Her great rival, “Betty V” has been described at length in these pages, but it might be mentioned that only two weeks before the race the cylinder head blew off and the engine had to be practically rebuilt. She was run with very little tuning-up and almost before her engine was run in so that her performance must be regarded as most creditable. She has actually accomplished higher speeds in practice before her accident and we expect to see her do even better. “Chic” which actually accomplished the highest speed of the meeting is a perfect ly simple punt type hydroplane fitted with a four-stroke engine. She appears to be absolutely normal and without any pecularities. In running the boat planes absolu tely flat and makes no fuss in the water. So evenly and smoothly does this boat run that her performance seems effortless, and she never appears to be travelling as fast as she really is. Her owner is a member of the two-years old Wickst ead Park Club and a comparative newcomer to the sport, so he is to be very highly congratulated on his performance. “Chic” did nothing in the International event as she failed after travelling 44 laps at an excellent speed. In her first run “Nickie V” never got going and seemed was to be getting too rich a mixtur e. This probably due to the change in atmospheric conditions between Paris and London. The times for the race are append ed, only those boats which finished being includ ed. It will be observed that the general averag e of speeds is higher than in previous years. Marine MOVELS 87 | INTERNATIONAL RACE (500 YARDS). Owner Best Maycock Berwick Noble Hayes Perkins Brightwell Rankin Innocent Sharp Suzor Boat “Phoenix V” “Mary” **Blondie”’ ‘“Bulrush VI” “Cream Cracker” Unnamed Unnamed “Oigh Alba” “Betty V” Tz” “Nickie V” Club S. London Time 36°68 Wickstead Wickstead Bristol Bradford Wickstead Wickstead Glasgow Victoria 37°14 37°70 49°73 44°86 33°34 34°75 30°12 29°18 8. London 34°34 Paris 30°04 Miles per hour i. 27°5 27°2 20°5 22-7 30°5 29°4 340 35°1 . i 27°8 29°8 b | | | 34:2 Result:— Ist: Innocent; 2nd: Suzor; 3rd: Rankin. In the Open Speed Competition there were only nine competitors, but these were the cream of the fleet. So much that only four of them made speeds lower than 31 m.p.h. Of these eight had run in the first race, the ninth being “Husky.” This boat is fitted with a 50 c.c. twin I.C. engine, but she was not amongst the fastest though running very steadily. “Nickie V’’ made a lovely run and improved on her previous performance. On her second attempt M. . Suzor changed to a larger propeller and she appeared to be likely to give a spectacular performance as her engine was revving finely. However the boat would not hold the water and nosedived. The ultimate winner was found in “Chic”? which made an excellent run. ‘The times are given in the table of results. OPEN SPEED CHAMPIONSHIP (300 YARDS). Owner Boat Club Time Best Perkins Brightwell “Phoenix V” Unnamed Unnamed S. London Wickstead Wickstead Sharp *“Tiz” S. London 23°01 26°6 Rankin “Oigh Alba’’ Glasgow 17°90 343 Harris Suzor Robinson Tnnocent “Husky” ‘Nickie V” “Chic” Victoria Paris Wickstead “Betty V” Victoria 25°61 19°60 21°57 ‘ Miles per hour 21°25 17:90 16°94 17.02 24:0 31°3 28°7 28°9 34:3 36°25 35°3 Result :— Ist: Robinson; 2nd: Innocent Bros; 3rd: equal Rankin and Suzor. After the Regatta the prizes were gracefully presented by Madame Suzor. We are asked to mention that the International Model Power Boat Regatta in Paris will take plac® on September 23rd when itis hoped that as many British model power boat men as possible will compete. FORTHCOMING FEATURES. fo our August number we hope to publish the lines of a new model to the 36-inch Restricted Class. We have also under preparation the lines of a metre model of a Motor Yacht. This model will be suitable for steam or petrol engine, and is designed to be driven at a speed of from 5 to 8 knots. It will make a useful and handsome model of the prototype class. For the ship modeller, we have the lines of the last of the American Lake Schooners. The Motor Yacht and the Schooner will appear in our September issue. In September we shall also publish ‘Model versus Yacht’? by the well known American designer C. O. Liljegren. Owing to his work in connection with the “Endeavour,” Mr. C. O. Nicholson has not been able to complete the judging of the 6-metres designs submitted for our Competition, but we hope he will be able to do so in time for the winning boat to be published in our September issue. 88 SECAG SS — == —_——. A> ~ LONDON JOTTINGS. (A-class) was sailed on May 27 and produced ten starters out of twelve entries. There was a light variable wind, which made it rather a long and trying day’s sport. The leading scores were, “Herald”? (O. H. Gosnell, Y.M.6-m.0.A.), won with 28 points; “Cymru,” (C. Smart, Cardiff M.Y.C.), sailed by Mr. Emery, 22, was placed second ; and “ Nestling ” (H. S. Payne, Eastbourne M.Y.C.), 22, placed third, after a deciding board. “Zephyr” (Col. Holden, Farnboro M.Y.C.), 14, taking the mystery prize. By the courtesy of the Y.M.6-m.0.A., the prizes were presented by Com. Turner, in their splendid Club-house. J. R. E. LONDON 10-RATER REGATTA. Clapham Common, May 27. This Fixture attracted entries from five Clubs (3 boats each), made up of Bedford, Forest Gate, Highgate, Clapham, and M.Y.S.A. (Kensington), and was favoured with good weather conditions, although the wind was somewhat light, shifty, and kept some guessing throughout. There was a tendency to unconscious acceleration during handling by some (which was checked), the handling on the whole was good—that of our veteran friend Hugo was an object lesson to all. An overhanging tree at once point was responsible for some of the re-sails, and might be the subject of approaching the authorities for its removal— not only to facilitate sailing, but to prevent a child climbing as was seen that day. Prompt start of the race, short lunch interval, and a two-division scheme, made it possible to clear necessary re-sails and the final to be concluded in comfortable time for the return journeys. The best two scorers in each division met in a final for places and the result was as follows :— Ist, “Alva” (J. Vincent Hill, M.Y.S.A.); 2nd, “Cynthia” (R. L. Whitworth, Bedford); 3rd, “Marian” (A. J. Hugo, Clapham); 4th ‘“ Accra” {F. Snow, Highgate). Prizes were presented at the Lakeside, and the best thanks accorded to Messrs. Jarvis, Harris and Pell for their capable assistance as Scorers and Starters, excellent —— >< Py ww LONDON M.Y. LEAGUE. SOUTH LONDON M.Y.C. The Club’s annual race for the Wyvenhoe Bowl M.Y.A. eke also to the Clapham Club for their arrangements—but they were not re- sponsible for the unwanted assistance of the Ducks. A. L., 0.0.D. The Second Round of the ‘“‘ Stanton’ Cup was sailed on May 26 at the Long Pond, Clapham, between two boats of each of the affiliated clubs. The wind being north to north-east made sailing difficult owing to a heavy bank of trees near the north end of the water. Mr. A. J. Hugo, of Clapham M.Y.C.,with “Marion’’ made top score with 22 points. Mr. H. Andrews, of Highgate, sailing Mr. Jones’ “ Aeolus’ was second with 19. Other scores were :—‘‘ Alva” (Vincent Hill, M.Y.S.A.), 18; ‘‘ Acera ” (F. Snow, Highgate), 17; MY.S.A.), 16 ; “ Flying Spray * (A. W. Littlejohn, “Kismet” (J. Yorston, Forest, Gate), 14; “ Dainty ” (H. W. Apling, Forest Gate), 12; ‘Anne *” (C. V. Hooper, Clapham),2 After the race the Clapham Club entertained the competitors and their friends to tea in the pavilion. The points gained by the four clubs to date for the Season are :—M.Y.S.A. 77 points, Forest Gate M.Y.C. 58, Highgate M.Y.C. 55, Clapham M.Y.C. 50. The M.Y.S.A. have increased their lead in first place, and Highgate, by making the greatest aggregate for the day, have moved from fourth to third place. The 0.0.D. was Mr. W. J. E. Pike, assisted by Mr. W. 8. Wild (Umpire), Mr. W. Pols (Starter), and Mr. G. A. Piper (Scorer). G. A. P. SOUTH COAST. GOSPORT M.Y.C. The annual race for the “‘ Nyria ”’ Cup (A-class) was held on June 9. The twelve competitors represented five clubs. The first pair put off at 2.0 p.m. in a very light wind from the south-east. This changed later to a much li ghter wind from southwest. Result:—Ist, “Symphony” (H. Nash, Y.M.6-m. Q.A.), 40 points; Ond * Azalea’ (H. Churcher, Gosport M.Y.C.), 38; “Caprice” (R. Lance, G.M.Y.C.), 38; “Shannon” (H. Pyne, Portsmouth M.Y.C.), 36; “‘ Glengarry” (Col. Ian Dennistoun, Bedford M.Y.C.), 34; “Spendrift’ (G. Arney, P.M.Y.C.), 33; “‘ Miss S. Africa II’ (C. Drown, Durban M.Y.C.), 32; “Jasmine” (W. G. Baker, G.M.Y.C.), 26; “‘ Herald” (O. Gosnell, Y.M.6-m. O.A.), 18; “Hesperus” (R. Jurd, G.M.Y.C.); 89 13; ‘ Ryecliffe’” (C. Cains, G.M.Y.C.), li; * Aloha” (F. Gomes, G.M.Y.C.), 74. The 0.0.D. was Mr. W. Arberry ; Starter, Mr. W. Shell; Scorer, Mr. H. Day; Umpires, Messrs. Williams, Read and Cdr. Behenna. At the close of racing competitors and officials adjourned to the Crown Hotel for a rather late tea, after which the Commodore of the Club, Mr. W. J. T. Williams, presented the Cup and prizes. W. G. B. EASTBOURNE CUP (A-class). This event took place at Eastbourne on May 19 21, with the following result :—Ist, “ Vi” (Ff. Borkett, Eastbourne M.Y.C.), 44 points ; and 2nd, “Conquest” (H. Corby, Y.M.6-m.0.A.), 38 ; 3rd, “ Herald” (O. Gosnell, Y.M.6-m.0.A.), 38; 4th, “Symphony” (G. Howard Nash, Y.M.6-m.0.» 48573 F. 0. ROBINSON, Hon. Secretary. Advertisements i ‘ 4 THE BLUE WATER MAGAZINE. The The unique and world renowned Publication which preserves the Magazine the rapidly history of Sailing Ship in an illustrated form us 7 declining windjammer of the last : century. ae, Clipper Ship ‘‘Crusader,’’ 18651910. Annual 4s. Subscription 6éd., Specimen Copy 5d., P ost Free. Apply: THE PACIFIC STEAM NAVIGATION CO., LIVERPOOL, > WHY ANDY IN r HANDY 7 EAST HULL i FLEETWOOD MYC lOO miles 64 miles LIVERPOOL MYC O/ miles WIRRAL MYC 44 miles BIRKENHEAD 345 MYC A.J. BARK. NORTHWICH CHESHIRE miles LLANDUDNO MYC. 63 miles 4 He BOURNVILLE BRADFORD — MYC. 57 miles PLATTFIELDS — MYC. CO miles S. MANCHESTER MYC. 20 miles WILMSLOW — MYC. 15 miles DERBY } d STOKE MYC 25 miles BIRMINGHAM MYC. 57 miles MYC 64 miles Cwm Advertisements ii f BOND S’ ) | BASSETT -LOWKE Ships es and Ship Fittings. ae Carefully designed, beautifully finished ! accurately made, Get your boat fittings, or your complete model, from the firm, who has studied the ship-modelling art for over 30 years, SUPER BOAT HULLS, These beautiful hulls are carved out of finest quality pine and are production thick sides whilst the 39 in. hulls are 3/8 in. thick. W hether extremely light and strong. 7 The 30 in. hulls have 3S in. Cainer Sone sppied for building up Destro yer, Cargo, Prices. YACHT HULLS, 2/3 yard, 42″ wide, Illustrated Model Catalogue. 5rd. Edition. Catalogue, 8.5., just printed. London Plus Postage. Price 6d., post free. Bond’s 0O’Euston Road, Ltd., \ 254, EUSTON ROAD, ‘Phone Musuem 7137. 4 LONDON, » graduated Super 1*5 Qualit seconds, y seconds. July nteed 5 years, 3 Three 25-. Ditte > 140 £6 10s. (3A) t 15 back jewelled action centre second 6 10s. hands and highest lever movement guaranteed 5 ; Alexander 15 jewelled speed events. Guaranteed 5 years. Wm. Se Pe CARP ENTE R. Britain), CHAMPIONSHIP. 8th. Boats per D. MCPHERSON. Club. (M.Y.A.) CHAMPIONSHIP . 16th 11 . a.m – O.0.D., F. T. CLEMENTs. Three Boats per Club. —- Co. q 122,St. John St., Clerkenwel l Road, Londen, E.C. 1 J ° Glasgow Round Pond, Kensington. Direct from the makers— & E VE NT 8th, r 7 Gt. . September The above prices are specially reduced for readers of “MARINE MODELS,” and watches will willingly be ARNOLD ) CUP ” NATIONAL 36 45/-. eed 3 years. A. and September Park, to 0.0.D 12-METRE ; Three This type of watch was used during the war for timing the flight of shells. A very sensitive readin g is obtained. Guarant supplied on approval. 6th Tak Lake. O/O.D., lever instantly, Arnolds 1-100th seconds stop watche s, for timing extremely high MV. M.Y. NATIONAL and years, Watches with double grade OCe” enables 2 readin gs to be taken 4th. Club. ‘ y M ”? ofthe August 3. Arnolds split seconds stop 26 i0n (3B) grade fiy Od. each. Aug. Boats per (America Arnolds Famous Chron ograph Stop Watehes fitted with thighes independent rood wood Super quality 45 – 1-10 second s. No to INTERNATIONAL dial years. 42° 30th Fleetwood M.Y. Lake. O.0. \WM. CARP D. ENTE , R. Ditto in wrist watch uaranteed guara ‘ BRITISH A-CLASS CHAMPIONSHIP. Fleet 35/- W.C. I, — Arnolds 30 hour Stop watch fitted with new side lever action and Wwateh : a 1. Step Holborn, The following M.Y.A. Fixtures are due: second and guaranteed three years. independent aly-back 1 12; High Model Yachting Association Ideal for timing all Racing Events to within Arnolds PRICE 6d., post free. Northampton. se guaranteed 3 years, 15/-. model complete with strap. 15/-, finished £ Maker’s Prices No. Branch: L Stop Watches at 1/5th ~ dozen BASSETT-LOWKE, Ltd. Kstablished 1887. § ensign, 7 N.W.1. ARNOLD’S K silk Send for their NEW SUM MER EDITION Ships , Se! . Plus Carriage. SAIL CLOTH. al oS This Super Sailcloth is made from finest Union Silk and is very light, extra strong. Wy, want a of excellency—B ASSE PELO WKE’S guarantee—in ALL. es Restricted Class 30in. 46/6. minimum. super ship—there is the same standard , 5 Carved from firest pine, Lead keeled and decked. 24in. 28/*. a . you stanchions, an unpainted hull or a 30in. hull, Sin. beam, 4in. depth overall, 19/6 each. 39in. hull,6in. beam, 5in. depth overall, 31/6 each. Plus Carriage. Prices. to Pe. A. a All Entries to the M.Y.A. Hon. Secretary : LITTLEJOHN, ! 124, Fitz-Neal St., Londo n, W.12 (See Fixture List for all dates for entries). y 108 The Editor accepts no responsibility for opinions expressed by Correspondents. Letters intended for publication should not exceed 300 words in length and must be written on one side of paper only. See note which appears elsewhere in this issue. MODELS versus FULL SCALE DESIGN. Sir, May I express the opinion, please, that there is not the not slightest understand doubt the that Mr. principles Liljegren does enunciated by Professor Taylor, F.R.S., which he so vehemently condemns. Your new correspondent is utterly wrong in may be seen in the much discussed design, * Iris,” which shows us a boat all waterline, with what seems to many of us disastrous results. We do not like it. We want a rule which will enforce sufficient overhanging fore and aft to satisfy the critical eye. Practically all waterline boats belong to a past age and under few circumstances do we wish to revive them. his first argument, as he overlooks the fact that the wind pressure against which the large boat stands up against at any angle of heel for the purposes of comparison is double that against which the smaller boat stands at the same angle. To put a reasonable and easy check upon water- line is not so difficult as is suggested. There need be no trouble in making a cradle of any desired length into which a boat could be dropped and so he will find that the stability and heeling moment will each be increased 16 times. In these circumstances it is idle to discuss his the length at any given point below the deck line measured. In the case of a 36-in. boat, this length might be 28-29 in., but it is too late to alter this rule now, but a 46-in. boat might be about 33 in., and say about 2+ in. below edge of other objections. deck. If he introduces this missing factor into his example The example of the “‘ wee six”? model and the yacht is again misleading, as neither Professor These suggestive. measurements are, of course, merely Anyone might use this simple device Taylor—nor anyone else that I am aware of—has and it would effectively stop that stealing on the waterline now in progress. Getting the better of ever suggested that weights of similar craft the waterline is fatal to appearance and contrary vary as S84, It is true that circumstances lead to differences What reasonable objection can there be to the use the in the details of yachts and models—and also of yachts of different sizes. Their proportions vary as large yachts and small yachts sail in the same breeze and under these conditions they cannot be directly compared, except in accordance with the principles laid down by the late Mr. Froude many to the intention with which rules are framed. of the suggested check. In overall length 46 in. seems to be as far as for convenience it is desirable to go. We read with astonishment and admiration the feats of transport of the supermen described in your last years ago, so clearly expressed for the benefit of issue, but Mr. Editor, we are not all supermen; on the contrary most of your disciples are just yachtsmen by Professor Taylor. It is needless to say, however, that the application average people anxious to enjoy a day of that most fascinating sport, model yachting, with as little of these principles requires the exercise of common difficulty in the way of our possibilities as can be sense born of experience in order that these different cases may be considered in detail as they arise from time to time. arranged. Those possessing side cars are no doubt fortunate, but it is rather hard on the owners of ordinary cars to be compelled to keep side-cars as well or forego the opportunity of a day’s sport outside their own district. We do not see the necessity for going to America to a 50/800 rule, and we think, if we may say so, that the Americans, when they see the result of this rule fully carried out as in the design by “ Yardstick,” are not likely to -be satisfied with it for any length of time, either. K. RULES FOR SMALL CLASSES. Sir, Perhaps amongst a multitude of councillors there may be found some grains of wisdom, and so, with your permission, I should like to give briefly, as follows, an opinion of the proposed new class, so important to model yachtsmen. Some of us think waterline will not do. that a rule which ignores The result of this omission If model yachtsmen want an incentive in the way of design, they might well take a glance at such NTT NH boats as “ Britannia,” “ Enterprise,” and 104 “Shamrock V* on a wind. There they will find examples of compact elegance and beauty of outline unsurpassable, but such models cannot be followed in small classes as things now are, without some BLUE PRINTS OF DESIGNS Model Yachts. measuring apparatus as has been suggested above. The question of what is a boating freak cannot be fully discussed in your columns, but I think there is no doubt that the majority of model yachtsmen would, for the want of a better word, apply that term to the design “ Iris ” as published. I am, Sir, Yours faithfully, SYDNEY JOHNSON, overhangs would as Half-size Prints 12/6. Half-size with full-size Body Plan, 15/-, “Flying Spray,” by A. W. Littlejohn* Half-size Prints, 12/6. suggested act “Elusive,” by Herbert Almo ndt 10-Rater. C.M.Y.C. Johnson’s Half-size with full-size Body Plan, 15/-. “Courtesy,” by A. W. Little john* “Evadne,” (M.M. Design).* — Mr. A-Class, **‘Daphne,” (Marine Model s Design) * a method of enforcing direct deterrent “Leonora,” by Ww. J. Daniel s, (New Design) Full-size Prints, 21/-, to freeboard and invites the design of submari nes in a watertight hatch is the first essential | Far worse results would ensue than the sturdy little boats produced by a simple L.0.A. measure – which 36″ Restricted Class. **Eudora,” (new M.M. Design) * “Babette I,” by w. J. Daniel st “Babette II,” by w. J. Daniel s* Full-size Prints, 10/6. ment.—Editor, M.M. 30” Restricted Class. “Jenny Wren,” by A. w. Little john* Full-size Plans MANY THANKS BIRMINGHAM |! Sir, I trust you will be able to publish MODELS my impression and that Steinberger, owner of “Ballerina”, hospitality shown by the City of 8/6. 24″ L.O.A. in MARINE of Mr. ‘Jim’ *“Tomtit,” by A. w. Littlejohn. Full-size Plans, 5/6. of the great Birmingham M.Y.C. to the visiting clubs to the Championship held on their water at Witton Lakes on 16th, ulto. “Iris,” (M.M. Design),* full-si ze, 12/6. As far as the two representative member s from the Kensington M.Y.S.A. are concern ed, we, I “Maid am sure are not saying too much and other Clubs will agree that the Birmingham Club and the good Secretary, Mr. Cunningham, with other officials did all they could in a sportsmanlike manner to make the event a really welcome gathering. Nor are we forgetting the Secretary’s wife’s genero us reception at their house on Saturday evening where we were well entertained. I could write a great deal more of our welcome, but the Editor’s space will not approve . I trust I shall be spared to attend next year’s event. Yours very faithfully, Jermyn Vincent-Hill M.Y.S.A., Kensington. Owing to lack of space other Correspondence is held over till next month. Marblehead 50—800. *Fin-and-Skeg, +Full Keel. Cross-Channel Steamer. of Rutland.” Arrangement Plan. 6/6. Typical Design with Full-size for 1-metre model. 1-Metre Racing Hydroplane. “Flying Fish.” Hull design by Reg. W. Lance. Half-size. Sections full-size. 4/6. Under Petrol Racing Engine. 30c.c., Skingley. Flash for metre Hydroplanes, Full size design, 3/6. Steam For metre Hydroplane. J. B. Engine. By J. Vines. full-size to show detail. by 3/6. Design twice . ALL DESIGNS POST FREE. Above obtainable from the Offices of MARINE MODELS, GOLDEN HOUSE, GT. PULTENEY STREET, LONDON, W.1. Printed and Published for the Proprieto r by H. G. STONE & Co., (Printers) , Ltd., Town Green, Wymondham, Norfolk.
