Marine Models: Volume 6, Number 1 – April 1933

INCORPORATING THE MODEL YACHTSMAN VOL. 6, NO. 1. coves Editorial eS … tn APRIL, : 1 Model Steamer Designing … 2 Prisoner of War Ships 5 aie International M.Y.R.A. 7 Model Yachting Association 8 Model Ship ‘‘Eileen O’Boyle’’ 10 Flash Steam Plants … oe ec News of the Little Ships … 13 A-class Model *‘Thisbe” … 15 Our Scottish Page… ell Coastal Schooners __… eee 7 Readers’ Models ay sz.) YD ie Power Boat News Workshop Notes Correspondence… PRTAURUMRUMORIRCBORTULAUALAN VD PI ervey em) ‘ i « re MARINE MODELS, GOLDEN HOUSE, GT. PULTENEY STREET, LONDON, W.1. 1933 MODEL SAILING CRAFT By The ‘Dixon Kemp” of Model Yachting. W. J. DANIELS and H. B. TUCKER Profusely illustrated with Photographs, Diagrams and Designs. Price 25s. nett; postage 9d. Some of the Subjects dealt with are:— History of Model Yachting, International Designing, Bread-and-Butter Painting, | Fittings and Rigging, Handling, Models, Square Steering Schooners Rig Racing, Rating Hulls, Plank Models, and Building, Gear, Spars, other types Skiffs for Rules, Lead Keels, Sail Making, of Fore-and-Aft model sailing, Club Formation and Management, Measurement of Racing Models. Obtainable from the Offices of “MARINE MODELS,” all Bookshops and Libraries, or direct from the Publishers, Chapman @ Hall, Lid., 11, Henrietta Street, London, W.C.2. & Saturday, May 20th & Sunday, May 21st, at The Rick Pond, Home Park, Surbiton. Che Glenhbam Cup Entries Entrance Fee 5/-. Winner holds the close May 6th, 3 Boats per Club. Cup and receive 1933 Start 10-30 a.m. valuable replica. 2nd, 3rd and 4th Prizes if Entries warrant. Y.M. 6-m. Owners’ Association, Hon. Sec.: F. J. FELTWELL, 90, Church Road, Barnes, S.W.13 In replying to Advertisers, please mention MARINE MODELS. 2 ull] EN’) * >>) Zz Vine Zz 4 ore. ZZ<2 SOT) weeresey : Va ATING THE a S AIS LSID TF SN ul MARINE MODEL MODEL YACHTSMAN MAGAZINE Published on the Seventh of each Month Vol. 6, No. 1. AND APRIL, 1933 EDITORIAL. WING to our increasing circulation amongst ship, steamer and powerboat modellers, we have decided to alter the title of this magazine to MARINE MODELS. This adequately represents every branch of our activities as it includes working and showcase models of yachts, ships steamers and powerboats. In fact it is as complete and satisfying as we hope to make this magazine. Model Yachtsmen need have no fear that because the words ‘““Model Yachtsmen” have disappeared from our title, their interests will be neglected. Our cover still retains the picture of the historic model yacht ‘Crusader’ as its solely devoted to their needs and better than has hitherto been attempted. We trust that this will lead to an increased circulation to enable us to extend the magazine and do better still for every section of our readers. One feature of MARINE MODELS, which is essentially a specialty of this magazine, is the publication of large scale and original plans. We often see plans published elsewhere which are little better than sketches made by amateurs. Sketch plans have their uses but not in presenting hull lines for modellers to work to. Many magazines publish plans on small indefinite scales. We consider that this is waste of money from the point of view of Magazine were published the model-maker and all our plans under the Title of In the development of our are reduced definitely to scale and other sections, we have made “THE MODEL YACHTSMAN.”’ whenever possible we publish arrangements that should ensure them big enough to be of use. Another thing of which we make a particular our ship, steamer and powerboat readers finding point is that as far as possible we avoid articles that their requirements well looked after. Our powerboat section is now largely in the consist of generalities and contain no practical information for the modeller. The slogan “Practical & hands of Mr. J. Vines. As is well-known to readers Technical” under our heading summarises our idea Mr. Vines is one of our most skilled and practical principal adornment, and we shall Previous Volumes of this continue to cater for the model yachtsman’s needs to the best of our ability and means. model powerboat Vines contribute exponents, a Not only monthly article will Mr. to our pages but he has promised to answer all queries sent by readers to him under cover to this magazine. Our ship model section care of Mr. G. W. Munro. for the accuracy of will remain under the Mr. Munro is well-known his data and the care with which his drawings are executed, so that ship modellers will be able to rely on the information of what the marine modeller wants. The new drawing which adorns our cover, as wel! as that at the head of this Editorial, is from the facile pen of Mr. G. W. Munro. We take this opportunity of recording our great indebtedness to him for the improved appearance which _ this magazine now has. Thus we start our Sixth Volume with the intent- . ion of making an improvement with each successive In fact no effort will be spared to make given. number. Thus we hope to give every section of marine modellers for the first time a monthly magazine ing fraternity of Marine Modellers. this magazine really worthy of the great and grow- HULL DESIGNING FOR BUILDERS OF . WORKING MODEL STEAMSHIPS. (Continued for page 301). By ATLANTIC. af HE first thing for a hull builder to understand is the lines that go to make up a plan. Probably most of my readers are familiar with these but for the benefit of any novices who may read this article I will briefly explain these. As a vessel is (or should be) exactly alike on the two sides, only a half-model is shown in the drawings. Looking sideways at the vessel one sees the “elevation”, looking down at her from above the “plan” view, from the bow one sees the forward aspect and from the stern the stern aspect. Looking at the vessel from above one sees the deck in plan and if showing the lines of a half-model the straight line which cuts the ship longitudinally in half, known as the ‘“centreline’” forms the base line of the plan. If one imagines the half model built bread-and-butter fashion, the deck forms the top layer and the shape is bounded by the deckline and the centreline. This month’s supplement to MARINE MODELS is a plan of a sailing ship. For the moment this will serve as well as anything else as an illustration to show these lines. If the reader turns to this plan, he will see that the hull is shown in three different ways, the elevation, the plan and in section. Looking at the elevation, the Load Water Line (L.W.L) is easily identified. This is the baseline for this plan, and everything in the vessel is fixed by its distance eee above or below L.W.L. Parallel with the L.W.L. above and below it are often shown to other straight lines which are known as Waterlines (WL). The bottom line of this plan is the keel outline. At the top two lines are often shown to give the sheer (fore-and-aft camber) of the deck and centreline of deck respectively. The difference in height between these two represents the thwartships camber of the deck at that point. If only one line is shown at the top of the plan, it will be the sheerline either of deck or bulwarks. As mentioned above one is considering a bread- and-butter half-model, and the L.W.L and waterlines represent the joints between the layers. If one looks at the plan view (this plan by the way is known as the ‘Waterline Plan’), the deckline shown is the shape of the top layer. Lift off the top layer and the second layer comes into sight, This is the shape shown on the Waterline Plan just inside the deckline. in similar fashion we Proceeding down the hull come to the L.W.L, which shows the horizontal shape of the hull exactly on the waterline (more scientifically worded ‘on the plane of flotation.”) This makes the waterline plan pretty clear, but it should be observed that the waterlines themselves show as curved lines in plan and as straight lines on the Elevation plan. Turning to the elevation (which is usually known as the “Sheer Plan’’,) consider the vessel once more as a half-model built bread-and-butter fashion but this time with the layers vertical instead of horizontal. Turning her on her bilge with the centreline uppermost. The shape we now see is the outline shown on the plan which is called the “Profile” of the vessel. Lifting off the top layer, we get a fresh profile rather smaller than the original one. This is the “Buttock” and the outline is known as the “Buttock Line.” It is in fact a foreand-aft vertical line cut through the hull parallel to the centreline. Another way of looking at this is to consider the centreline as being a buttock right through the middle of the vessel. Both the centreline (which forms the profile) and the buttocks appear as curved lines on the sheer plan and as straight lines in the waterline plan. This explains the waterlines and buttocks, and the sections have to be considered. On the waterline plan lines are shown at right angles to the centreline and buttocks and these represent the places (or stations) at which the transverse sections are taken out. In the sheer plan lines perpendicular to the waterlines are seen and these straight lines also represent the stations for the transverse sections The sections themselves are shown in a separate plan known as the “Body Plan.” According to whether the bow of the vessel is to the lett or right, the sections to the left or right of the centreline in the body plan will represent the bow sections of the vessel. These.are of course half-sections as we are dealing with a half-model. The waterlines appear on this plan as straight lines and the buttocks as vertical straight lines. The stern sections appear on the opposite side of the centreline to the bow sections. The only other line which might appear on a plan and serve to confuse the novice is a diagonal. This is practically speaking a waterline taken out through the hull at an angle of inclination. The diagonals of a power-driven craft are, however, not the same importance as those of a sailing vessel as the former vessel is not designed to heel in the same way that a sailing ship does. Diagonals can be taken out at any height or angle to the centreline to suit the purposes of the designer. The diagonal which will prove of most service to the designer of a power-driven vessel is a diagonal taken out through the bilge in the entry and delivery. Now as was mentioned in the first part ot this series of articles, the hull can be considered as divided into three parts—the entry, parrallel middle body and delivery. Of the design of the middle body the main features are its length, the proportion of breadth to depth, and the relation of these dimensions to the total length of the vessel. Nowadays many vessels are so wall-sided and flat floored that the section of the middle body is practically rectangular with the extreme angle of the bilge rounded off. Fishing vessels, tugs and some other types have a rounder more U-shaped midship section. One important point in connection with the design of a power-driven vessel of the displacement type is the amount of tophamper that the vessel is to have. Obviously if she is a liner with lofty superstructure, greater draught is needed not only to give stability (as this can also be obtained by a good proportion of beam), but also to give a grip of the water to avoid making leeway in a heavy beam wind and sea. On the other hand a flush-decked cargo vessel whilst not needing great draught and beam to counteract her tophamper will probably already have a generous proportion of both to give cargocarrying capacity. A fast craft of the patrol-boat or destrover type again will not require very great beam or draught. The beam may be slightly more in proportion to the length than the draught is. This would be because a comparatively stable platform is needed for gun-laying, etc. Now water displaced sideways by a vessel's passage can be more or less easily pushed aside and likewise flows back easily into the hole created by the vessel’s passage. Water that passes under the body of the vessel, however, presents more difficulty. The design of early steamship hulls was based on that of comtemporary sailing vessels but gradually a technique of its own has been developed. This has been made possible by towing experiments in tanks and the greater data that has gradually become available. To-day we know quite a lot about stream-lining and this has had a most beneficial effect on hull designing. For its size the bullet is the fastest thing in the world but this has a rotatory motion as well as its speed. The rear face of a bullet is flat to receive the impulse of the propellant and this in addition to its rotation prevents us drawing much inference from this. Of bodies totally immersed in water the torpedo provides an interesting object lesson as to the value of a long parallel middle body. It has Actually it has been found that at comparatively high speeds a short blunt nose is no detriment but that it pays to push the water aside quickly with the entry. On the other hand.the delivery is more important and needs to be more gradual. The most important point in the design of a steamer hull is really the after part of the buttocks. Now let us consider the speed at which a model is driven. The speed of a vessel is properly that of waves of the same length as she herself is. Thus a vessel 100 feet long is the same as that of a wave system measuring 100 feet from crest to crest. Every wave system of the same length has the same speed regardless of its depth from crest to trough, but a deeper wave system takes more energy to propel than a shallow one. Thus a deepbodied boat has the same potential speed as a shallow bodied one of the same length but takes more energy to propel. This potential speed may be considered as the best or most economical speed of the vessel at which she gives the best value for every ton of coal burnt. The speed of a wave system is approximately (in knots) the square root of the length (in feet). Thus our 100 feet wave system has a speed of 10 knots. Likewise the best speed of a vessel 100 feet long is 10 knots. It is possible to drive the vessel faster than this but it requires a’good deal of extra power to raise her speed to 12 knots from 10, and the additional h.p. required to raise her from 12 to 14 knots is far greater than the amount needed to get her from 10 to 12. The speed-length ratio used for comparison of speeds of vessels of different sizes is :— V where V = speed in knots. , L where L = LWL length in feet. Now substituting in this a speed of 10 knots for V and a length of 100 feet for L, we find that the speed-length ratio of a 100 foot vessel with a speed of 10 knots is exactly 1. The method of working: this out is, of course, as follows :— F100 = 10 = 1 Speed-length ratio = Now taking a model 4 feet long of the same vessel to have the same speed-length ratio, (i.e. 1), we find that she should have a speed of 2 knots. The way to solve this question is :— V va = . speed-length ratio V therefore ee 1 and V = 2 = speed in knots, As the model is more likely to have a speed of moreover a comparatively short blunt nose and care 5 or 6 knots, she is being driven at far more than is exercised in the design of its tail. her scale speed. This fact must be borne in mind throughout the processes of design. For one thing it will necessi- tate great care in the design of the after part of the hull to avoid squatting which in a model liner or cargo boat particularly is very ugly unnatural. One way to avoid this is to make delivery longer in proportion to the entry keep the quarters fairly full particularly on LWL and just above. of a and the and the Old types had hollow waterlines in the bow but these are best avoided as far as possible. This is a generality and may have to be modified in the case of vessels with a rounder mid-section such as fishing vessels, tugs, launches, etc. With single screw vessels particularly a certain amount of hollow will be necessary in the after waterlines but great care should be taken to make the buttock lines a nice sweep, so as to ensure an even release of water from under the boat. Now it should be understood that in order to get the requisite displacement, smaller vessels require more beam and depth in proportion to their length. Thus in making a large scale working model of a small vessel the dimensions of the original can be followed more closely than with a small scale model of a larger vessel. Again in a bigger vessel it is possible to have a longer middle body than in a smaller.. Thus a tug may have very little middle body whereas a liner has a very large proportion of parallel middle body. Thus in consideration of how long a paralle! middle body one can give a model one has a number of different points to bear in mind—the length of middle body on the prototype, the length it is possible to put on the model taking into consideration her length and other dimensions, also the speed at which it is proposed to drive the model and the relation this bears to the scale speed, and finally the displacement which the model must have in consideration of its own estimated weight and that of the plant which is to drive it. It is impossible to give the novice any figures to guide him on these points and the best guide must be observation of similar boats. This is not very definite but is all that can be said. The design of a steam vessel will vary with the work she is intended to perform. To take a few instances of this—a paddle excursion ship will have shallow draught and light displacement to permit her to work inshore and handle easily and economically. A drifter will have high freeboard forward and her keel will be very deep aft to enable her to lie head on to her nets. A cargo ship will not have any undue freeboard but will have big displacement and be designed for ecomony of construction and operation, whilst a liner will be built for speed and have high superstructure to give accommodation. This will partly mitigate against speed and be made up for by length and horsepower. A destroyer will be built for speed alone, whilst a battleship is primarly a mobile gun-platfom. Thus in the liner stability will have to be considered from the point of view of comfort of passengers, in the battleship it is required for gunnery purposes. In the liner the tophamper has to be taken into account but in the battleship the weight of guns carried at a less height though weighing more. In the space of a short article it is impossible to go into all these different considerations at length but they have been mentioned and the model builder must think things out for himself accordingly. Whilst there are a number of things that the model builder will have to be guided by experience about, it is a mistake to trust entirely to rule-ofthumb and native intelligence. Both of these are valuable guides up to a point. There are, however, a number of things that are best worked out on paper beforehand as a little paper work may save mistakes and disappointment afterwards, and will certainly evolve a much better boat. Nevertheless the calculations and paper work for a model need not be as elaborate or minutely accurate as those which are necessary for a full- sized vessel, though all the calculations used have their counterpart in the drawing office work involved in preparing plans of a real vessel. When it comes to model building, the easiest and best method is to combine the practical with the theoretical. Part will be worked out on paper and the rest acertained by balancing, using whichever method is the easier in sol ving the particular problem presented. In the course of these articles it will be shown how to prepare a set of lines, calculate the displacement and centres of buoyancy and gravity. One or two other important points will also be explained. The methods used will be those that involve a minimum of figures and all the necessary arithmetical work involved will be within the capacity of a boy of twelve. : It is unfortunately impossible to altogether eliminate figuring but the first four rules of arithmetic practically cover all that is needed, and the reader need not fear that I am leading him into realms of higher mathematics. Up to this point I have dealt in generalities and in the next of this series of articles we will take a definite design and work it out step by step from start to finish. The considerations set out will, however, be found to govern the design and beginners should read through and impress the various points referred to on their minds. (T'o be continued.) ur A FINE EXAMPLE OF A PRISONER-OF-WAR SHIP MODEL. Photo: H. R. Verry, Portsmouth. 1B pean! the Napoleanic Wars a large number of French prisoners were confined in the vicinity of Plymouth and other parts of the country. Many of these were seamen, and to while away the weary hours of captivity they made various articles, which they sold, including many beautiful models of ships. For these they used to get a few shillings with which they purchased tobacco and little luxuries to eke out the scanty and monotonous fare with which they were provided. Many of these ships were built of bone—mutton bones from the meat with which they were issued. The modus operandi was to make a wooden block and cover it with bone. In spite of the crude tools they possessed, which often consisted merely of a knife, these prisoner-of-war ships were frequently of remarkably fine workmanship, beautifully carved and extremely accurate in detail. During recent years there has been a remarkable vogue for these charming little models and fine specimens have changed hands for fabulous sums. Naturally the majority of specimens have been damaged during the hundred odd years since their makers fashioned them, many have been spoiled by ignorant restoration, but when they have passed through the hands of really skilful restorers, such as Mr. T. R. Beauforth, (probably the greatest living authority on ships of this period), they are should therefore be very useful as a guide to ship accurate and lovely records of the*ships of this The vessel represented carried a very heavy broadside as there are sixteen guns a side on the lower deck, seventeen on the maindeck, sixteen again above that, four on the foc’sle, nine in the waist and under the poop, and three more on the poop itself. This would give a total armament of era, The beautiful specimen of a prisoner-of-war ship illustrated here is in the Officers’ Mess at the R.N. Barracks at Portsmouth and represents a ship of the line. The two photographs reproduced serve to show practically every detail of her rigging and modellers interested in this period. 130 guns. Dick DEADEYE. Photo: H. R. Verry, Portsmouth. OBITUARY. W. J. WHYBOURNE-REED. ITH the death of Mr. W. J. Whybourne-Reed, & the M.Y.S.A. lost yet another of its old members. Mr. Whybourne-Reed was knocked down by a lorry near his home on Saturday night, Feb. 25th. He was takea to hospital where he appeared to be making favourable progress. Unfortunately pneumonia set in and he passed away on Friday, Mar.3rd. He was interred at Willesden Cemetery on Mar. 11th. Mr. Whybourne-Reed had always teen a very enthusiastic model yachtsman. His life was devoted t»> welfare work amongst the boys at the Dockland Settlement, Canning Town, but even there he was fostering future model yachtsmen by instruction in the building of small yachts. Mr. Whybourne-Reed was about to ke married, and sympathy must be extended to h‘s fiancee and his relatives for his untimely death. He was 56 years of age at the time of his death. ~“ w>w SSS oS ‘\ Ps =~ INCE the last e i \ IAMON / \ \ E instalment of these notes was published, most interesting news is to hand from Denmark. All the Baltic nations are deeply interested in yachting and kindred sports, and model yachting has been practised for many years. In fact, the first two of the present series of International Races were between the British Empire and Den mark and there was also an entrant from Denmark in the 1925 World Championship Races. It is only the organised model last year or so, yachting has however, been that practised in Demnark. Last year saw the foundation of the Kobenhavns Model-Sejlklub. The club membership passed the hundred mark during its first season, the majority being senior members. As often happens with a new club the fleet was at local measurement formula was adopted. The M.M.S. first of a heterogeneous nature, and soon a rule is :— L+4G+y/8 = where L = and G = N Another class which is under consideration, is the I.Y.R.U. 12-metres class (1 in. =1 ft.) as used in other Baltic countries, but it is probable that the adverse English experience of this class will result in its non-adoption, but that the I.M.Y.R.A. A-class will be adopted instead. This will be very advantageous as it will enable Denmark to enter the World It may be Championship Races in due course. added that it is more than likely that the Kobenhavns Model-Sejlklub will shortly seek admittance to the I.M.Y.R.A. There is a strong liklihood of the 6-metres (12 ins. = 1 ft.) also being adopted as a smaller class. The members of this Danish Club have little confidence in the use of a Vane Steering Gear but prefer the Braine fitting. The Hon. Secretary of the Club is Mr. K. Svarrer, Gl. Kongevej, 94 A, Copenhagen, V. The Club writes :—‘* We are altogether most pleased with the magazine. The book *‘ Model Sailing Craft ’ will be invaluable and useful—especially to a newly-established club.” Rating, L.W.L.gt length the chain girth taken under the keel from waterline to waterline. This formula falls in with Albert Benzon’s special Danish formula for old real yachts with the sole difference that Benzon’s formula also includes *“——B” which factor was found unsuitable for models. We are indebted to Mr. I. O. Pedersen for the above interesting information. Model yachtsmen in all parts of the World will join us in wishing the newly-established club every success. The members of the ILM.Y.R.A. will look forward with pleasure to the Danish application for membership and heartily welcome the club into the Association. A. E. FOSTER, Hon. Secretary I.M.Y.R.A. Half a dozen races were held last season for boats rated on this formula. Pond racing has not yet been tried and these events were held on the Peblingsoen in Copenhagen. TWO CORRECTIONS. For the second season the club’s big task will be to decide on new classesto international measurement formule and build new boats to correspond. more than likely that several classes will is adopted. It be The Scandinavian Model Rule is certain to be amongst these as this will permit racing against other Baltic nations. This rule is :— (L—B—3G—4V/8) + 2 = Rating. Even before its adoption quite half a dozen yachts are on the stocks to the 1-metre class under this rule to designs from Norway and Sweden. This rule, of course, bears no relation to up-to-date real yachts. Two curious misprints (or were they typist’s mistakes ?) were unfortunately overlooked when reading the proofs of our last number. In the second paragraph of our Editorial we stated that this Magazine was launched on April 2nd, 1931, when it should have read 1928. In giving the list of Officers of the London League we stated that the 7’reasurer was Mr. O. Steinberger and the Official Treasurer Mr. H. The latter was an error for Official Andrews. Measurer. Our apologies to all concerned. CN.Forge ae MYA. : a Sec. = A SPECIAL Council Meeting took place on March 16 and was well attended by both London and Provincial members. In opening the meeting, the Chairman, Mr. A. J. Hugo, reminded Councillors that they had been elected by mandate of the Annual General Meeting and that it was, therefore, their duty to take an interest in all classes and clubs, and work for the benefit of the sport as a whole. A point of order was raised. Rule 5 of the Constitution reads:—‘* The Council must contain of at least seven Appointed Club Members. _ Irrespective of the Officers. not more than two representatives of any one club may be members of the Council.” In view of this the Chairman was asked for a ruling as to whether the election of the Council was in order as one club had two of its members on the Council as Appointed Club Members and a third member on the Council as an Individual Member. The rule is perfectly plain and its object is obviously to prevent any single club having an undue preponderance on the Council by having a large number of Individual Members as Councillors in addition to its Appointed Club Member or Members. The Chairman ruled that a mistake had been made at the Annual General -Meeting and that this was contrary to Rules, but as the election had The dimensions of the 30-inch L.O.A. Restricted Class were discussed at length. Mr. Hacking exhibited to members a 30-inch model from Hove. The dimensions were finally fixed at :—L.O.A. (maximum) 30 ins., Beam (maximum) 8 ins., Depth (extreme) of hull 9 ins., Displacement (maximum) 9 lbs., Sail Area unlimited. The question of a 24-inch Class was also gone into but as it was found that there is very little demand for a boat as small as this, it was decided that no regulations should be issued. The matter can be revived at a later date if it is found there is any real demand. A very hearty vote of thanks was passed to Messrs. A. W. Littlejohn and Bauer for the great trouble they have taken in this matter in the collection of data, etc. It was confirmed that in future Cups and Prizes will be presented at the Pondside at the conclusion The Hon. Secretary of the club, of Regattas. on whose waters the race is held, will be responsible for the safe custody of Cups and Prizes until they are distributed and will be required to obtain a receipt from the winner for any Challenge Cup that is the property of the M.Y.A. therefore, stand, but care must be exercised that The participation of the M.Y.A. in the Chicago Regatta was discussed. It was pointed out that though the American authorities had issued, through this Magazine, an invitation to British model yachtsmen to participate in the Chicago Regatta, no formal invitation had yet been received by the M.Y.A. It was assumed that this will be forthcoming shortly and discussion took place as to the type a similar mistake is not made on future occasions. of boat that would be suitable for these races. been accepted by the Annual General Meeting, the Council had no power to deprive one of the sitting members of his seat. On the proposal of Mr. The matter must, Whetstone, seconded by Mr. Adams, the Cambridge M.Y.C. was elected to the Association. The Council then proceeded to elect Committees as follows :— Emergency Committee: Messrs. D. J. Hugo (ex officio), C. N. Forge (ea officio), A. Littlejohn, C. Adams and A. W. Littlejohn. A-class Regatta Committee: Messrs. Hugo (ex officio), C. N. Forge (ex officio), Marsden, Foster, Adams, Feltwell, A. W. Littleiohn, Bridges. 10-rater Regatta Committee: Messrs, Tansley, Clements, Howard, A. W. Littlejohn, Hacking, Bayliss, Hugo, Emoley, Borkett, Gale and Lemon. Mr. C. F. Tansley is acting as Secretary to this Committee. The Selection of the Sailing Committee and Officer of the Day for the British Empire Championship (A-class) was left in abeyance for the moment. The Chairman, Mr. Hugo, then presented the 10-rater National Challenge Cup to Mr. Tansley, After who invited the company to christen it. the main brace had been duly spliced, the business of the meeting proceeded. of The Counci! agreed to a proposal from the City Birmingham M.Y.C. that the venue of the Molel Yachting Association’s Open 10-rater Regatta at Birmingham should be the new Bournville M.Y. Lake which is being lent for the occasion by courtesy of the Bournville M.Y.C. and Messrs. Cadbury Bros. The date is changed to September 2nd and the O0.0.D. will be Mr. C. E. Lemon. The Council was then invited to decide the venue of the British 12-metres Championship. At the Annual General Meeting a letter from the Secretary of a Scottish club was read suggesting that the Paisley water was too small for this event and putting forward the Gourock water as being the Advertisements 1 ‘CITY OF BIRMINGHAM MODEL YACHTING MODEL YACHT CLUB. ASSOCIATION. McDonald Trophy OPEN To Club Secretaries :— EVEN’l for 10 Raters. NOW is the time to order your season’s SCORING supply BOOKS To be sailed on the Club’s Waters, of SALFORD and SCORE CARDS. Score Books ASTON, BIRMINGHAM, ls. 6d. each. Saturday and Whit-Monday, Specimen leaf sent on receipt of 3d. stamp. Score Cards PARK, June 3rd and 5th, 1933 Two sizes. Samples and Prices on application. C. N. 151, Full particulars and Entry Forms FORGE, (Hon. Sec., M.Y.A.), Lichfield Grove, London, upon application to Hon. Secretary :— N.3. C. EK. LEMON, 33, Jaffray Road, Erdington, S CHICAGO FUND. Times may be prestige must upheld. Water Colour Paintings The M.Y.A. has to send a representative this to sail at needed. Chicago About summer. How this £120 about of is Famous sending your contribution along ? Club Secretaries start a list and are members for donations. little bit helps helps, but more than a OLD CLIPPER SHIPS asked to canvass a their Every big little bit faithfully portrayed and bit. correct in detail. So please make your contribution as large as possible. Based on 40 years actual knowledge and contact with these vessels. Contribu- tions should be sent as soon as J-E COOGEE. possible to :— J. E. COOPER, (Hon. Treas., M.Y.A.), 26, Warren Road, y, ‘ bad but British be Birmingham. 206, Warren Road, Wanstead, Essex. y, WANSTEAD, LONDON, E. In reply to Advertisers, please mention MARINE MODELS. J Advertisements 11 [ ow. G. PERKS, Dm MODEL RACING YACHTS SALES TRADE INSERTED designed and built to order. Several generally in SAILCLOTH Waterproof Light Unshrinkable Strong Trefriw, IN THIS ARE NOT COLUMN. Advertisements are inserted in this column at the rate of One Penny ver word; minimum charge for advertisement XL Eighteen Pence, Single lvtters or figures are charged as words and « compound word as two words, The advertiser’s name and address are charged for. _ Unstretchable A charge of 6d, extra to cover postages is made for *Box”’ Replies, care of these offices, Uhe following words must appear at the end of advertisement; ‘“Box——, *‘Model Suitable for any size Models PRICES WANTS. Stock, 18’ to 60” L.O.A. May be tested on Crafnant Lake by appointment. AL AND ADVERTISEMENTS REASONABLE. Yachtsman’’ Offices, for which usual rate per word will be charged. (Advertisers need not include our full address). Caernarvonshire. When replying to a “Box No.’’ Advt., address your envelope; Advertiser, Bow—-—, ‘Marine Models,’ Golden House, Gt, Pulteney St., London, W.1, Advertisments for these columns must be aoccom- ‘ MODEL YACHT SAILSa speciality. to plant. New. Torrid. A Waterproot Glue Proof. removable below). centreflue (One Chassis) quickly Superstructure, Brand new. etc. /6 Nearest 30s. est particulars, Stamp. C. Evans, 33, Street, Penkhull, Steke-on-Trent. (See FullWest 12-METRE MODEL, (‘‘Evelyn.”) Old boat. Complete with Sails and Spars. What offers? Box No. 218, ‘‘Marine Models” Offices. as new. Two Breaking strain in wooden joints, moist Built and designed by W. J]. Daniels. complete Apply C and normal, over 1,100lbs. per sq.inch. MODEL (See below). Star Engine, 6-METRE (14”) or 18-FOOTER. Seconditioned No more sewing joints. A permanent and solid waterproof Craft. THE These avill be classified wnclassed Models, and Bargain £5. Geared Pump. SUN ENGINE. BY * Marine SALE. METER STEAMER. KINGS ROAD, GOSPORT, HANTS. | RECOMMENDED Manager, HYDROPLANE HULL, (‘‘Flying Fish.”) Planked. Professionally built. Fitted out, ready for CAINS, Also Heat ana Acid Advertisement FOR and Accessories Supplied. Sailmaker, i the articles other than Bouts, under Miscellaneous. Of the BEST UNION SILK. W. addressed Models,” Golden House, Gt. Pulteney Street, London, W.1. Announcements must reach these offices not later than the 10(h of the month preceding the month of issue, In advertising Boats for Sale or Wanted advertisers should state, where possible, ‘Class of Boat.’ under their separate headings; Carefully designed and adjusted. Fittings panied byaremittance, either by Postal Order or stamps, and new rigs by Drown. £12. Drown, (see Advertisement Colums). YACHTSMAN Tin containing 2o0z. 8d., or 4lb. 21, post free, from Test Dept. M. Waterproof Glue, 380. Red Lion Street. Holborn, W.C.1 TRADE ENQUIRIES INVITED. qa J ‘ Beautifully designed Sails. etc., for Model Yacht Clubs, BEST UNION SILK. FIT R. supplied at GUARANTEED. H. SPECIAL BUGO, H. SAILMAKER, TOTTENHAM, N.17. PRICES by G. STONE, (Publisher of this Magazine), 25, DRAPERS HOUSE, BRUCE GROVE, \. ‘ FIXTURE LISTS, ‘ y, , TOWN GREEN, WYMONDHAM, Norfolk | In replying to Advertisers, please mention MARINE MODELS. Marine NOVELS best available. 9 The meeting understood that this As a general rule Northerly winds prevail which letter represented Scottish opinion generally and gives a good time breeze. For over 30 years the decided accordingly. It has, however, been customary to hold the race on the water of the latest Scottish M.Y. Club to join the Association and Paisley are naturally disappointed. As Scottish Clubs are concerned entirely, the matter has been reports of the Chicago Yacht Club races show that strong winds are the rule rather than the exception. At the same time it is unlikely that four successive days of heavy weather would be experienced such as the four days in which the British Empire referred back to them with the request that they Championship was held in 1932. will select the water that suits them best. The correct venue will be announced in these columns in due course. : Under conditions such as are usually found, a medium-weather boat, such as last year’s winner, The Council give notice that the suggestion of a Registration Fee of ls. (whilst being a very desirable and practical one) cannot be put into force without change of rules. No fees should be sent with applications for registration until due notice is given. A further Special Council Meeting will be held during the next few weeks to promulgate rulings on certain features in the Sailing Rules about which queries have arisen. THE 6-M. CLASS AND CREW WEIGHT. It has come to our ears that several boats have recently been built to this class with their 2 Ibs. crew weight embodied in their lead keels. boat: are entirely out of rating. Such The rules governing this are :— (a) The carrving of crew weight in these classes (7.e., 6-m. and 12-m.) is entirely optional. (b) If carried, it can be less, but shall not be more than the maximum given for each class in Tables in Rules (i.e, 6-m. 2 Ibs., 12-m. 14 02z.). (c) If carried it is to be fixed inside the hull in accordance with rules (7.e., the weight shall be checked by Measurer and noted on certificate before being fixed inside the boat over the centre of gravity), after the actual measurement of the boat has been completed. It is, therefore, entirely out of order for the weight of the crew to be embodied in the lead keel, and it must not be put into the boat at all until her measurement is completed. The actual piece of lead that represents the crew must then be given to the Measurer to check and its weight noted. Finally it can be put inside the hull over the centre of gravity. OUR CHICAGO VISIT. As will be seen from the photographs that appeared in our March issue the Chicago Model Yachting Basin is absolutely open to the East, North and West, the Lake being to Northward of the pool. On the South side of the Basin are several very high buildings towering twenty stories. Mr. John Black informs us that with a south wind in effect these are very similar to the avenues of trees that encircle the Round Pond, Kensington. * Flame,” would probably be the best choice. Mr. Black informs us that American Model Yachtsmen are delighted at the prospect of a visit by a British Model Yacht. It is felt throughout America that this will have a most far-reaching and beneficial effect on the sport throughout the States. Since our report of the Council Meeting was written, matters have progressed somewhat. The American authorities had asked the M.Y.A. to name a date on which it would be convenient for the Chicago regatta to be held in view of the proposal to send a British entry. A request has been sent to the M.Y.R.A. of North America accordingly for the regatta to be held during the second half of June. An official invitation has been sent by the Council of the M.Y.A. to Mr. W. H. Davey, (Commodore of the City of Birmingham M.Y.C.) to represent the Empire with his boat *‘Dawn” and we understand that Mr. Davey has accepted. The choice of “Dawn” should prove a very happy one. She is a long clean-lined craft, excellent in all weathers. She was built by Mr. A. Jones of Gosport and tuned up against his own A-class boat “Flame,” and is an even faster yacht. In the British Empire Championship last summer she did not give of her best and we formed the opinion that her sails had taken too much flow. Mr. Davey is an experienced racing skipper and knows his model. We hope to publish photograph and particulars of “Dawn” in our next issue. further Progress with the Chicago Fund has been slow so far. We understand that a number of clubs have opened lists which promise well. Time, however, is very short, and if possible all donations should be in the hands of the Hon. Treasurer of the M.Y.A. in the next three or four weeks. May we ask all model yachtsmen to send a donation either large or small? Times are undoubtedly bad but even today twenty shillings make a pound. So please send a cheque or P.O. to the Hon. Treasurer of the M.Y.A., Mr. J. E. Cooper, 26, Warren Road, Wanstead, E.11. The fund to date includes the following contributions: MARINE MODELS, £4 4s. Od. West of Scotland, £1 Is. Od., N. Averay Jones, Esq. £1 Is. Od., E. Gill, Esq. £1 Os. Od., J. E. Stewart, Esq. 10s. Od., Cambridge M.Y.C. 5s. Od. THE FULL-RIGGED MODEL SHIP “EILEEN O’BOYLE.” By Dovuctas J. BoYLe | is alarming to have one of your ships set forth as being your masterpiece, especially when it is expressly stated that it is the one YOU consider to be your masterpiece! It sounds rather as if you should be a Donald Mackay, or a Bernerd Weymouth, or a Mr. Rennie, possessing that queer sort of genius which would make even a beer-barrel sail to windward! Or is it sarcasm ? Well, well, we must not question our good friend The Editor too closely about the statement he puts under the photographs of our famous little ships ! After all, I suppose my own enthusiastic words about this vessel mean exactly what was printed under the picture of her published last month—that she is the one I consider to be my masterpiece. There is a beauty of proportion and a generous curving of lines about her which make her easily the bonniest of my sailing ships on the study table ; and as her racing career was quite brilliant, if short, and she has always been a fine sailor, | suppose I ought not to feel too shy about that word Masterpiece ! But I shaped this hull as a schoolboy, somewhere about 1905. Though she has been generously cut about and glass-papered since those days, she is essentially the hull I carved out a of solid piece 28 years ago, to make a steamer of. Even so, the frequent and affectionate references which have been made to this ship by my clubmates here reconcile me to the word Masterpiece. She really was a most extraordinary vessel at the business of finding the winning lines. And she could travel, too. I have often timed her to do 70 yards in 75 seconds; and, at that time, she was not 30 inches long on the water line. Now it took the “Thermopyle” all her time to do 17 knots. And yet here is this little tubby sailing ship, 343 inches long, sailing nearly 34 inches in every second, actually doing 1.65 knots, and doing it as a matter of course, without any fuss whatever ! And she would sail to and fro for hours doing this, with the wind abeam, running as regularly and steadily as a train service, without any attention whatever being given to her, after starting, beyond the flicking round of her yards with a walking stick! 1 used to call out to somebody at the other end of the pond to stop her, and swing her yards round: and back she came to where I stood. And she would do that until ten o’clock at night in the westerly winds, without a single fastening of the yards to the decks. Neither of my big ships will do that for me. She was a marvel. Her balance at that time was as near to perfection as it is possible to get. She has been re-built since then, and given a higher sail plan in her moonsail, and the deeper and longer keel seen on the design. She was badly damaged in 1931, and I rebuilt her in 1932. The new keel and false keel, and the necessary strengthening, added six pounds to her weight. [also gave her the steering gear seen, on the plan, at this time, which, while ir enables her to sail to windward like a bird, far better than her old 3 ounce swingrudder did, has somewhat interfered with her perfect balance on the reach. She needs finding again, that is all. Ido not care to sail her regularly now, for fear of damaging her. It is not pleasant to have ten-raters crashing across your main deck. Her foremast should be rather more forward than it is on the plan for really pleasant sailing. I had to put my foremast back into the position shown in order to do the steep courses which ten-raters like; and I restored the balance, when reaching, by using a tremendous balloon-jib, and a jamiegreen under the bowsprit. It was with these sails that the “* Eileen O’ Boyle ” bumped up the record score of the Club from 60 to 88, a record which stood for seven months, until the ten-rater “ Defiance ” surpassed it with a 93. The staysails seen in the drawing of the ship, and the moonsail, are the only new sails I have made for her. The sail dimensions which will be given later are precisely those which gave her such an exquisite balance when first rigged as a ship, which was in May, 1930. From 1912 to 1930, this vessel sailed as a twomasted schooner. She was always a fine sailer, and her last exploit as a schooner was to win the First Prize (a Fish Cutlery Set) in the Under ThreeFoot Class, in some races promoted by the Scarborough Corporation at Peasholm Lake. That was in 1929. Her racing record in the Yacht Club is as follows :— Scarborough Model (1). The Weekly Falsgrace Cup Races, September, 1930. Appeared three times. Won two second places and a third. Average fleet—eight boats. (2). The Weekly Challenger Trophy races, starting November, 1930. Appeared 14 times, and won three Firsts (The Blue Riband), one Second, and three Thirds. (3). Boxing Average fleet—12 boats. Day Mixed 10-raters), Second Prize. Classes, 1930. (No Twelve vessels competing, the Winner being the model 18 footer, ‘‘ Vitesse.”’ (4). Easter Monday Mixed Classes, 1931. (No 10-raters), Second Prize among 11 yachts, the Winner being the Cutter, ‘* Sylvia.” 11 Then her racing career finished. My little wonder But, if I can hand on the style was badly damaged. and appearance of this grand little vessel, she may perhaps live again by the skill of some better craftsmen than I. Somewhere in this direction lies the ideal model sailing windjammer. I do not say that this is the ideal. Very far from it. She is now far too wet in wind, though safe enough. But for two things this hull must be good, first, reliable sailing : and second—tremendous sail-carrying. EXPERIMENTS WITH A FLASH STEAM PLANT. By J. VINEs. (Continued from page 295). T will be remembered that in the last of these articles, I referred to the friction caused by the leads us to an infallible rule, that only by experiment can we find the ideal propeller to suit any parti- D valve and stated that in order to overcome this, the engine had recently been fitted with a piston valve. cular engine, and hull. This applies with equal force to any type of speed boat, whether steam or petrol driven, and to full-sized craft as well as Illustration No. 1 shows the engine fitted with the new piston valve. It has not yet been fully tested, so that actual running results will be given in a later issue. In dealing with propellers to be used with this type of plant we should bear in mind that the chief object is to utilise our steam to the best advantage, therefore we want to admit the steam to the cylinder, as -nearly as possible, at boiler pressure, use its models. My aim is to get a suitable load on the engine, to prevent the steam running away without transferring its full power to the propulsion of the boat. For the high-speed single-acting engine a two bladed propeller, with a fairly fine pitch, will be found most suitable, the size varying to suit engine power as just explained. siderable waste occurs if the engine is doing a “ high I build mine up from rustless steel rod and sheet, and photo No. 2 shows the one used with the engine just described. spot’ in revolutions, without transforming its full power to the propeller through the shaft. This The proportions are diameter, 3”, length, }” diameter tapering, fine pitch. expansion, and eject as quickly as possible. Illustration No. 1. Con- The Engine fitted with the new Piston Valve. boss, 14” ip MARINE MOVELS ere oS | The method I adopt to make it a safe fit to the shaft is to bore out the boss for about an inch, making the first 3” a close fit, then tapping with a fine thread for the remaining 3”. The shaft is turned down for an inch, the end rounded off, this going right home in the boss, screwing for 2” (in this case the thread used was # M.E.) and leaving a shoulder at the other end which fits tightly against the boss. Care has, of course, to be taken in making the shaft correspond with the bored hole in the boss, so that the rounded end and screwed part come in their right positions. Illustration Nos. 2 and 3. building up, and securing, has never yet let me down, and I feel justified in the extra amount of time taken on this part of the job. I take this opportunity of answering an enquiry as to how to make the pump described in a previous article. It will be found a comparatively simple job if the pump barrel is finished in the lathe in one operation. Whilst in the chuck the barrel is drilled, bared, and reamed, then the outside of it is screwed in the lathe with as fine a thread as possible, as long as you have got a die to match. This is used in the last operation, by running it lightly down the Two views of the Propeller. Although this means a little extra work, when compared to the old set screw method, the advan- thread cut by the lathe, which ensures it being concentric, and make a perfect fitting for the gland tage is that the strain is divided on the boss, which nut. enables it to be made smaller, with corresponding increase in blade area. I adopted the idea from the style of fitting a chuck in the lathe, and when we consider the strain imposed on the propeller, rev’ ving at 5 to 6,000, it is worth while taking every precaution against breakdown, with a possible grand smash up in the engine room, through a sudden racing of the engine. This actually occurred some years ago to a fine model turbine steamer, one of the very few success- ful examples of this form of engine I have seen. From memory the hull was about 3’ 6” in length fitted with a geared turbine which exerted considerable power at a boiler pressure of 120 lbs. approx. This was proved by its ability to tow a rowing boat with two passengers, but on the occassion I mention the propeller slipped its connection, the engine The gland is also finished in the lathe, being bored and screwed to the requisite depth, and finished by running a plug tap lightly in. Rustless steel is so commonly used nowadays, that a good tip is to make the plunger of this metal. Bore out for lightness as far as possible, leaving the outside end solid for connecting rod, and plugging the other with a piece of the same material. An incident that occurred some years ago reminds me of another tip for flash steam users. I was homeward bound (a long journey in those days), after an enjoyable day’s outing at an M.P.B.A. Regatta. In finishing the propeller, the blades are brazed into the slots previously cut, and highly polished all over. ; My enthusiasm (and boat) had kept me at the lakeside up to the last minute before catching my train. I rushed to the station, found I had a few minutes to spare, thought of the inner man, and decided a cup of tea would fill the bill. I noticed the fair young lady that served me, gazing in astonishment at my face, so took the first opportunity of getting a peep at myself in an adjacent mirror. I was surprised to find it covered by a thin black film. Illustrations 2 and 3, show the finished article ready for its place on the shaft. My method of A moment’s reflection however solved the mystery. I have now for many years used a small quantity reving up to terrific speed with a noise that could be heard some distance away, and when finally brought to the bank a lot of damage had been done. 13 of graphite mixed with my cylinder oil. A FLASH STEAM QUERY. The prepa- ration I used being known as “ Oildag.” It is a good thing’ to use with high temperature steam, as should the lubrication fail for a short time from any of those unforseen accidents that will occur in the best of regulated engine rooms it will serve to lessen the probable damage that might occur to a high speed engine. In my case it occurred through my face coming over the funnel exhaust, the oil spray from it being charged with graphite. The chief difficulty is to get it to freely mix with oil, but I understand that Messrs. Bond’s are shortly putting on the market a cylinder oil mixed with graphite, which they guarantee to keep soluble. In the next instalment I will answer some further queries received from readers. Dear Sir, I have been an interested reader of Mr. Vines’ articles on Flash Steam Plant, and EF noticed that in the first one he said that this could be adapted to the * runabout ”’ type of craft. I am at present building a tug, 40 inches in length and wonder if I could use this type of engine first ! Thanking you in anticipation for a reply, Yours truly, North Harrow. [We are referring your enquiry to our Contributor, and no doubt he will reply in the next number, space permitting.—Ed., M.M.}. Readers are reminded that Mr. J. Vines will answer their queries about flash steam or petrol plants. All letters should be addressed to him co MARINE MODELS, and must be accompanied by stamped addressed envelope for reply. Shy – 2 o; – – S ES aia LN AF = ae ——— Ox May we request ALL Secretaries of Associated Clubs to let us have a list of their most important Fixtures (particularly open events), giving dates, as soon as possible.—Editor, M.M. NORTH OF ENGLAND. BRADFORD ML.Y. & P.B.C. The club held its monthly meeting on March 1 at the “Fox and Hounds.” This is the last time that the club will meet at this venue, as future meetings will be held at the newly erected “Stone Trough Hotel,’ Rawdon (three minutes walk from the Dam), where incidentally there are two excellent bedrooms available for vis‘tors. We have received several enquiries about our Easter events as published in the Febraury issue The words * A-class” after of this Magazine. ‘*10-rater ” were a misprint which evidently passed the eagle eye of the Editor without being observed ! We hope to welcome a large number of visitors from other clubs at these races. J, B.C WORKINGTON M.Y.C. The club held its Annual General Meeting on March 7 with Mr. W. Sheppard, the retiring Chairman, in charge. In the absence of the Treasurer, Mr. G. Crelling, the Balance Sheet was laid before the meeting by Mr. T. H. Routledge, the Hon. Secretary. In presenting the accounts the Secretary explained that the debt standing against the Club at the start of the 1932 balance had been paid off and the position now showed a credit balance. The following Officers and Committee were then Hannah; _ ViceV. A. elected :—Commodore, Commodore, J. Rothery ; Treasurer, W. Sheppard ; Hon. Secretary, T. H. Routledge; Committee, J. Allan, R. Nelson, J. Keig and J. Hannah. Mr. J. Rothery was elected Chairman. The club had thirty-seven members and held twenty-nine races last season. The successful boats in order of merit being “Jester” (J. Rothery), ** Maureen” (J. Courtire), “‘ Teutonic”? (A. Armstrong), “‘ Swan” (H. M. Routledge) and “ Psyche ” (W. Sheppard). At present the club has a great many old fashioned craft in its fleet but an endeavour is being made to gradually bring matters more up-to-date in this respect. gi : 14 SOUTH COAST. GOSPORT M.Y.C. The retiring president (Councillor E. C. Davis, J.P., Deputy Mayor) presided over a good attendance of members. The Commodore presented the Annual Report and made reference to the deaths of “Bill” Baker of G.M.Y.C. and Mr. Braine whose steering gear is so well known in the world of model yachting. The Secretary and Treasurer then presented the balance sheet, which, together with the annual report were adopted. The following officers were then elected for the ensuing year ; President: Alderman 8. Barnard Smith, J.P. Mayor of Gosport. Vice-Presidents were re-elected en bloc with the addition of Councillor C. E. Davis, J.P. Deputy Mayor, Major M. Heckstall-Smith was re-elected Hon. Vice-President. | Commodore : Alderman E. W. Lapthorn, J.P. C.C. ViceCommodore : J. W. T. Williams. Official Measurer : Mr. W. Shell. Sailing Secretaries: A-class and 36inch, Mr. W. Baker. Small Sixes: Mr. R. Gunton. Hon. Secretary and Treasurer: Mr. H. Fereday. Starter: Mr. J. Read. Scorer: Mr. W. Halliday. Hon Solicitor: Mr. R. Barnard Cruikshank. Hon. Auditors ; Mr. F. R. Snook and Mr F. J. Read. Committee; Messrs. Baird, Smith, Sheldon and by Mr. Chas. Drown from the lines of Rear Admiral A. Turner’s “ Astrape.” Mr. Drown has made a very nice job of his new model and when tuned up she should do very well. In this, her maiden race, she tied for second place, winning every weather board except one. One interesting feature of her construction is the one-piece steel mast which weighs 9} oz. The race for the Glenham Cup will take place on the Rick Pond, Home Park, Surbiton, on Saturday, May 20th, and Sunday, May 2lst. Full particulars will be found in our Advertisement “41 A photograph of last year’s winner is Columns. reprodued below. Other important events for the A-—class are : Team Match (six yachts a side), between Y.M. 6-m. O.A. and Eastbourne M.Y.C., at Surbiton, on May 7th. Gosnell Trophy at Gosport on May 13th. (2/6 per boat), close on April 29th. Entries Wyvenhoe Bowl at Surbiton on Mav 28th. Nyria Cup at Gosport on June 10th. Lance were elected to fill the four vacancies. A hearty vote of thanks was accorded the retiring President and Mrs. Reed for their valuable services to the Club during their terms of office as Mayor and Mayoress, to which the Deputy Mayor suitably responded. It was unanimously resolved to record in the minutes an expression of appreciation of the success of Mr. A. Jones in the World Championship Races and in response Mr. Jones referred to the efforts of the designer of “Flame” (Mr. R. Lance), and to the help given during the competition by his mate. A letter was read from Mr. John Black, U.S.A. wherein he expressed his appreciation of the happy time he had spent at Gosport and his thanks for the photographs of last year’s races which had been sent to him by a member of the club. Several other matters were referred to the new Committee who arranged to meet the following week in order to draw up the fixture list. H.F. LONDON JOTTINGS, NEWS OF THE LITTLE SHIPS. Y.M.6-m.0.A. The weekly race on March 12 was marked by the debut of ‘‘ Calliope” a new A-class model built ‘““CLARION,” (A-class), Mr. H. Brent, Y.M.6-m.0O.A., Surbiton. Winner Glenham Cup, 1932. [| \A- 85. A-CLASS MODEL i THISBE « . » \ \ Sail Area _———— Fore A * \ess Sf Mainsarl sos 76 “e MARINE 433 mo, PELS, Gexpen House, Gr Pucteney Steer =t3 rvs Lowpow Wi 1B10 aoe S820, ‘\ Lines of this model appear on our Supplement. Notr. We have to apologise for the sheer line being incorrectly shown in above diagram. It should be as in the lines plan. Owing to hurry in going to press we had no time to get the plan re-photographed. . 16 bt ae deeply regret to record the death of Mr. Walter Buchanan of the Elder Park Club, who has passed away recently at the age of 68 years. * Wattie was an outstanding personality in the Model Yachting World in Glasgow, and his genial character and sound common sense endeared him to all with whom he came into contact. An exceptionally keen enthusiast in the Sport, he was one of the founders of the Elder Park Club, and he finished in harness as he held the position of Commodore at the time of his deeease, a post which he had held on various occasions during the past 20 years. Of late we have not seen so much of him at open Regattas, but in the days of the 1908 rule he was always a prominent competitor. On Regatta days he gener- ally managed to be first man on the pondside and for him sailing never palled. —_Living conveniently adjacent to the Club waters, it was a common occurrence for him to indulge in a spell before breakfast and during the Season, irrespective of climatic conditions, his model would be found gaily sailing away, in high winds or low, wet or fine. In both action and appearance he bore a close resemblance to Cunliffe Hyne’s creation, Captain Kettle, and this name was frequently applied to him. His death has caused deep gloom in Govan and he will be sadly missed by many of us over a wide area. God rest his Soul. One by one they pass away, our contemporaries of earlier years. For a little space we pass across the waters and then fade beyond the horizon —for ever. The Annual General Meeting of the West of Scotland Club has taken place on February 25, the sederunt extending to a five hours sitting. A great deal of somewhat contentious business was under discussion, and we are pleased to be able to congratulate the very large gathering of Members on the restraint and good feeling which animated all those who have taken part in the discussions. The expressions of opinion were marked by an evident desire to consider the best interests of the Sport and the Club. If we never have to preside over a more difficult meeting we can consider ourselves fortunate. The principle Officials were re-elected for a further term, generally by acclamation. The accounts were passed and various other routine matters dealt with. It has been decided to adopt the 2ft. and 3ft. (M.Y.A.) overall classes, the former for Cadets up to 15 years of age, and the latter for the Junior Section beyond that age. We hope this will be productive of greater means of interest in the Junior Section and the considerable development therein. . The Perth Club, we are informed, continues to make steady progress and the members are in anticipation of keen Sport during the prospective season. A Home and Away match has been arranged with the West of Scotland Club and is being eagerly looked forward to by both bodies. The Perth Club are by no means going to play second fiddle, either, if they can help it, and given favourable weather conditions the meetings should result in some closely contested heats. Our friends of the East Fife Club go on steadily progressing. Unfortunately, tentative arrangements made for a visit by the Scottish Secretary to give a short lecture. and in which we had expected to accompany him, has had to be cancelled owing to unforseen circumstances. The pleasure, however, is only deferred. Meantime we are very pleased to hear how successfully the Club is progressing. An Extraordinary General Meeting of the Scottish M.Y.A., at which we regret we were unable to be present owing to preoccupation with other matters, has decided to hold an Open Regatta for 6-m., 12-m. and A-class Models at Barshaw Park, Paisley, on Saturday, June 24, in celebration of the attainment of the semi-jubilee.. Racing will start at 11.0 a.m. and continue all day. Efforts are being made to ensure influential patronage and the utmost possible support by all constituent Clubs is confidently expected. Prizes for each class will be provided by the Association, which will also entertain competitors and some others to refreshments during the proceedings. We hope this outstanding event will be favoured with more suitable weather conditions than those which marred the last big display at Hogganfield, during Civic Week in 1931, and that it will attract a great deal of Public interest and redound to the benefit of the Sport. We hore to give further particulars on our May issue. Meantimel if it is at all possible the presence of visitors from over the Border would be welcomed and we have no doubt special arrangements could be made to allow entries from English, or any other, Clubs to participate if desired. In the course of a not inconsiderable experience we have seldom found an Owner whose model was not the “ best ever.” No matter how the practical performance appears on the score sheet, want of success is invariably due to “* bad luck” or some extraneous circumstance in the Owner’s mind. The Model, may or may not, be well up in the final results, but that is only an accident, there is no doubt of her ability to beat the Model which somehow or Advertisements iil BLUE PRINTS OF DESIGNS Model Yachts. Volumes I—V were published under the title of “The Model Yachtsman.”’ A-Class. **Thisbe,” (Marine Models Design) * Half-size with Section Plan full-size, 15/- post free. Title Page and Index. Vols. I, II or III. Price 6d_ post free. 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Vol. V, No. 1—4, 7d. ; No. 5, 1/1; No. 6, 1/7. Nos. 7—12, 7d. Other numbers out of Readers having copies of out of print print. numbers are invited to return same for credit, 1/per 10-Rater. “Flying Spray,” by A. W. Littlejobn* Half-size Prints, 12/6 post free. *feonora,”’ by W. J. Daniels, (New Design)* Full-size Prints, 21/- post free. 36″ Restricted Class. “Babette I,” by W. J. Danielst ‘Babette II,’’ by W. J. Daniels* Full-size Prints, 10/6 post free. 30″ L.O.A. Model. copy. No other returns can be taken from either trade or private readers more than eight weeks from date of issue. “Atalanta,” adapted from J. G. Feltwell’s wellknown “Frolic” design. Fin-and-skeg. Full-size Plans 12/6 post free. *Fin-and-Skeg. All contributions and [ditorial communications should be addressed to The Editor, and must contain name and address of sender. When a nom de plume is adopted, the correct oame and address must be enclosed for our satisfaction, All queries requiring an answer by post must be accompanied by stamped addressed envelope. Contributions for publication must reach us not later than 10th of month previous. All advertisements must be addressed to The ». Advertisement Editor, and should reach him by 10th of month previous to publication. All orders for the Magazine should be accompanied by remittance and should be addressed to The Cashier. Yearly subscription, rate 7/- per annum, post free in the U.K. and Empire. All Cheques and P.O.’s should be crossed and made payable to “MARINE MODELS.” In tFull Keel. Prototype Scale Models. “Lightning,” (Clipper Ship—Donald McKay), by Dick Deadeye. Scale lin. = 8ft. 8/6 post free. Mounts Bay (Penzance) Lugger. Plans of typical boat. Scale lin. = 1ft. 6/6 post free. Cross-Channel Steamer. “Maid of Rutland.” ment Plans. Design and Arrange- Full-size for 1-metre model. 8/6 post free. 1-Metre Racing Hydroplane. “Flying Fish.” Hull design by Reg. W. Lance. Half-size. Sections full-size. 4/6 post free. Petrol Racing Engine. Under 30c.c, for metre Hydroplanes, by J. B. order to save time, all letters should be Skingley. Full-size design, 3/6 post free. clearly marked in the corner with the name of Department and addressed: Above obtainable from the Offices of MARINE MODELS, GOLDEN HOUSE, GT. PULTENEY LONDON, W.1. MARINE MODELS, STREET, GOLDEN HOUSE, GT. PULTENEY STREET, LONDON, W.1. Advertisements iv OUR LIBRARY BOOKSHELF THE MODEL YACHTSMAN’S IDEAL HOLIDAY Model Sailing Craft Po .. 25/- by W. J. Daniels and II. B. ‘Tucker. Elements of Yacht Design, (Skene) 24/-” is a cruise on the NORFOLK BROADS. Barlow’s Tables of Square and Cube Roots. al _ 7/6 and recommended by the Editor of this magazine. Model Sailing Yachts. _ 1/6 offered elsewhere. … The undernoted yachts are personally known Model Power Boats. (New Edition). By Edward W. Hobbs, a.1.N.A. … are below similar boats 6/- *‘PIYARI,” designed by Daniels. Decorative Ships. (Barbary Pirate Felucca and Spanish Treasure Galleon). who is ready to instruct in sailing. Ship Model-making. Vol. I. Prices (McCann). Vol. II. Clipper Ships,‘The Sovereign of the Seas.’ (Should be in the library of Clipper Ship Modeller). every Vol.III. U.S. Frigate “Constitution.” (Contains a mine of information for Ship-of-War Modellers). 12/- per volume.* Ship Model Builder’s Assistant. .. vee By Chas. G. Davis. Masting and Rigging. By Robt. Kipping. Sails and Sailmaking. By Robt. Kipping. (Reprint). i TM (Reprint). rug -_ 2Fl-* 5/- Attendant and Bungalow Lane, 6/- and invaluable to Square Rig Modellers. 12/6 of Models of all periods). *“*The Cutty Sark,’’ Part I. (Hull Lines and full details). ©. N. Longridge. 7/6 ““NYANZA.”’ 8ft. 4dins. X W.C. *Prices of American publications liable to fluctuation in accordance with the rate of exchange. Please add 8d. postage to all books not over 6/- in price, and 6d. postage for larger books. Foreign Postages extra. Books not on above list obtained to order. MARINE MODELS, GOLDEN HOUSE, GT. PULTENEY STREET, G. Thorpe With Thetford, St. Single cabin. 2ft. Llins. Andrew, *“‘BLUE BIRD.” 29ft. Smart boat. See below. Single cabin. 8ft. < 2ft. llins. x Self-emptying Rowing dinghy. Without Attendant. 28ft. x Self-emptying W.C. Rowing dinghy. Fast boat. Without See below. “MERRY HEART.” Single cabin. 27ft. x 8ft. Bin. X 2ft. Vins. Rowing Self-emptying dinghy. Very fast. See below. “SIREN.”’ Cabin yacht. 20ft. x 6ft. x 2ft. Bin. Handy Craft. Without Atten- dant. See below. ‘“‘DAPHNE.”’ Half decker, 22ft. x 5ft. Jins. or week. LONDON, W.1, dinghy. Without Attendant. .. Excellent skipper Norwich. W.C. (Contains a splendid collection of photographs 'I'wo 382ft. x 8ft. 6ins. x 3ft. 8ins. Very fast. Attendant. The above are reprints of contemporary books From Carrack to Clipper. By F. C. Bowen. fs cxbins, separate W.C. Centre plate. Very fast. By day Can be rigged with awning for cruising. Terms on application : A. R. Caistor-on-Sea, PIKE, Gt. Yarmouth In communicating with above Advertisers, PLEASE mention this magazine. Terms can be obtained, also photos, accom- modation plans. etc., seen at the Offices of this Magazine. other manages to carry off the honours, doubtless by some unexplained influence. Why, our own old May we remind all Club Secretaries that it will be of considerable assistance to us if they will be kind Boat was always capable of beating anything else we have ever known, and there never (Belay enough to let us have a copy of their programmes there! The recent series of Lectures under the auspices of the West of Scotland Club proved exceedingly Editor, M.M.). We hear that our Friends in the Upper (or is it Lower ?) reaches of the Clyde at Port Glasgow, Greenock and Gourock, are busily engaged “ fitting out” for the Season. Unfortunately we were pre- vented from attending at these quarters last Season, but we hope to repair the omission and renew acquaintance in the course of the forthcoming Summer. Passing Queen’s Park recently we found several models on the water and we are in hope that a revived interest will permeate the Club this year. Concurrently with other Clubs the prevailing industrial conditions are having an adverse effect, but this is transient and although it has been long continued there are some faint signs that improvement is in sight. when issued ? Thanks, in anticipation ! interesting and covered the whole subject from the elements of design to the finished craft. The atten- dances, however, were not commensurate with the fare provided and left a good deal to be desired. More particularly was this noticeable in the case of some of the younger and less expert members, that is technically, who were naturally expected to be regular supporters of the venture. All the Lecturers gave of their best, and even experienced and competent all-round Model Yachtsmen could find instructive benefit from them. The best thanks of the Club are tendered to Messrs. Weir, McKinnon, Bannatyne and Rodwick for their self-sacrificing efforts. THE ScoTtTisH COMMODORE. (Continued from page 297). co fore topmast is set up just as it would be onaship or barque. A pair of shrouds extend on each side of the mast from the hoop which supports the truss of the foreyard, over the crosstrees and up to the fore topmast head. Rope ratlines are put on for part of the way up, say,— to just above the foremast head to enable the crew to get to the upper topsail yard when lowered. The part of the top mast shrouds which form the futtock shrouds also have rope ratlines which are set up in the usual way. The shrouds should be made of wire, and be in circumference topmast diameter x -188. The upper ends of the shrouds are shackled to a mast band which fits round the topmast head. In the early days when rope was used more extensively the usual method was to rig the topmast shrouds just like the lower ones and then fit the backstays on top of them by means of an eye splice. All of the more modern schooners, however, have a band as mentioned above. This band should have two or three eyes on each side and one in the front for the outer and the flying jib stays. The backstays are fastened to the topmast head similarly to the shrouds, but the lower ends have deadeyes turned in and set up just clear of the aftermost of the lower shrouds. These deadeyes are rather smaller than those of the lower shrouds and should be about 4 inches in diameter. The backstays are one to each side and are extended by outriggers set up on the crosstrees. Sometimes these outriggers are made of iron and shaped in a curve to keep them clear of the other rigging, but usually they are of wood and quite straight. A notch is cut in the after end to take the backstay. The size of the backstay should be about half that of the lower shrouds. In fact, it would not be out of place to use the same size of wire for the backstays, topmast shrouds and outer jib-stay as is very often done. On the “Emily Warbrick” the outer jibstay leads up to a band on the topmast. just above and clear of the lower topsail yard, but in most of the other craft it leads right up to the mast head or some little way below and level with the lifts of the upper topsail yard. The flying jib stay is set up between the bowsprit end and the fore topmast head and is usually of wire and should be about the same size as the outer jib stay or lighter. The end is shackled to the eye on the upper part of the band on the bowsprit and leads up and terminates in an eye splice which fits round the mast-head. 18 The main topmast has a pair of shrouds or stays as they really are, set up one on each side of the mast. These are made of wire and generally very light. An eye-splice is made in the upper end and passed over the mast-head. The lower end is eyespliced round a cringle and set up on the rail at the side between the shrouds. A crosstree between the mast-head and heel of the topmast extends it outboard on either side. The length of these cross-trees will vary on different vessels but one should be safe in making it three-quarters the beam at this part of the deck. The main topmast stay is set up over the stays just mentioned, and leads forward and down to the cap on the foremast head. This stay should be the same size as the stays. The mizen topmast is set up in exactly the same way as the main topmast except that the stay leading forward is set up to the maintopmasthead instead of down to the cap at the main mast-head. The crosstree which extends the stays is rather shorter than that on the mainmast and should be about two-thirds the beam at this part of the deck. Coming forward again, we next prepare the standing rigging for the yards on the foremast. The lifts on the foreyard are single lengths of wire set up from the eyes on either side of the cap down to the eyes on the band at the yardarms. They should be in size diameter of yard x -250. The brace pendants are next set up and are the same size as the lifts. Very often these are made of chain, but they do not look so well as when made of wire. A simple block must be shackled, or spliced, to the after end of these brace pendants, the size of which will be governed by the size of the rope used for the running part of the brace and should be three times the circumference of the hemp rope passing through them. A rope three inches in circumference will have a block 9 inches long. The brace pendants need not be very long, but just long enough to facilitate the working of the running part. The lower topsail yard has no lifts but is in every other respect similar to the upper topsail yard. The lifts of the upper topsail yard should be shackled to the mastband at the fore topmast head and lead down to the yardarms and be shackled to the eye on the upper side of the band. The foot ropes should be set up along the length of the yard and be supported by stirrups at two places on each side of the yard. The stirrups, foot ropes, and lifts should all be about the same size, viz.: diameter of yard » .800. The brace pendants on the lower yard should be similar to those on the foreyard, but those on the upper topsail yard have much less length or in some cases are done away with and the brace block stropped to the yardarm. On the main and mizen gafis and booms, the only standing rigging, strictly speaking, will be the topping lifts, unless the schooner happens to be rigged Photo: Nautical Photo Agency. The Topsail Schooner ‘BI.’’ The topping lift on the main boom may be set up three master, but on the port side of the mainsail. The main topmast stay will be just as on a three- to the cap at the masthead, or else it may be a master. with vangs, which is not likely on the smaller craft. simple affair and merely lead up to an eyebolt on the fore side of the mizen mast at the hounds. The topping lift on the mizen is a single length of wire shackled to the outer end of the boom and leading up either to the hounds or the eye on the after side of the mizen cap. The topping lifts are made of wire and should be on the starboard side of the sail and have chafing gear-worked in at different places. If the schooner is only a two-master the lift On each of the gaffs a couple of single blocks stropped to wooden bulls eyes (or thimbles) and set up on bridles made of wire and eye spliced round the gaff. The running rigging will have to be considered next and taken as it reeves through the standing rigging or is set up independently. on the main will be rigged just as on the mizen of a (To be continued). READER’S MODELS. photograph The first shows a copy of this magazine open at the plans of the brig “Daring.” M. Gassman has given the model the warrior figurehead illustrated by Mr. G. W. Munro, who was responsible for the plans. The builder was also the constructor of the delightful little brig model which we illustrated in our December number last year. We hope to see a photograph of this little vessel when she is fully rigged. hoes pretty little model illustrated is the work of Mons. M. Gassman, of Geneva, Switz rland, and is built from the plans of the 12-gun brig “Daring,” which appeared in last September's issue of this magazine. The model is 64 c.m. long overall, and as will be seen from the first photograph showing the vessel in frame, is built on cut timbers. She is planked with strakes ,%, m.m. thick and ‘7m long. The size is apparent by comparison with the pipe in the second photo. 20 MODEL POWER BOAT ASSOCIATION. [ The Model Power Boat Association held its Annual General Meeting on March 11th. The chair was taken by Mr. Skingsley of the Victoria .Model Steamboat Club. After the usual routine business had been transacted, a proposal came before the meeting to form a fund for the purpose of assisting members to attend races of international importance. Some considerable discussion occurred about this, mention being made of the Regatta held in Paris last October. GLASGOW SOCIETY OF MODEL ENGINEERS. Our power boat section is holding its opening meeting on April Ist, and we expect to see some really good performances, both in the “round the pole” and ‘ free running” classes. If Mr. Rankine is able to improve the time of his water-cooled two-stroke, which has caused some comment lately, it will be by altering its trim as at present it lifts its tail and this will be no easy task for the flywheel magneto, which may be the cause of the engine’s success, makes it hard to move the C.G. We also hope to see Mr. Denwick’s flash steam plant installed in a new hull, as when apparently all mechanical faults had been cured we were the witnesses of a collision at sea. when a free running boat crossed the circumference of the circle at the same time as ‘“‘Mustard Minor’ wanted past. with dire results to the latter. The engine of this boat is extremely interesting, twin cylinder }” bore, 2” stroke side by side lying horizontally. By a clever arrangement of an adjustable link, which may he described later, the stroke of the feed pump can be altered while the engine is running, the advantage being obvious. Mr. Denwick is set against using displacement lubricators with flash steam, and uses a mechanical pump, but Messrs. Lindsay, Jefferies and Chassels all use them apparently successfully. Mr. Chassels has at last given up carrying his water supply on board his boat, but he made some quite good times using a modified Scott boiler, his best being eight seconds for one lap, and fifty-five seconds for six. Our free running boats are well supported but Mr. Todd and his sons are most energetic in this line, at least so far as amount of work goes, for new boats appear like magic from their home town. A small tug which they built won the prize for attendance and consistant performance. It is engined with one oscillating cylinder of the trunnion type, which is gaining favour up here and has a pot boiler fired by ‘Meta’ solid fuel, as used in light cooking stoves I believe. Really fast free running boats were regretably few, but a prize for two lengths of the pond (400 yards approximately) which has been put up by a member, should stimulate interest in that direction however, we shall see what the season brings out. W. MeV. Associated clubs have in previous years paid affiliation at the rate of 6d. per member, but this year it was decided to raise this to 1s. per member, The Fixture List came next on the Agenda and Regatta Dates were settled as follows : Victoria M.S.C. Fleetwood M.Y. May 7th at Victoria Park. & P.B.C. June 18th, at Fleetwood. International Regatta. July 2nd at Victoria Park. South London M.P.B.C. July 16th at Brockwell Park. Farnborough M.P.B.C. Aug. 21st at Farnborough Grand Regatta. Sept. 10th at Victoria Park. Election of Officers for the coming season then took place. The retiring Officers were re-elected with the addition of Mr. W. Savage as Vice- Chairman. the Mr. position Edgar of Hon. T. Westbury accepted Secretary in lieu of Mr. R. Jackson who resigned. The meeting closed with a vote of thanks to the Chairman. The change of association fee to Is. Od. per member is rather an interesting point. Last year the season’s working showed a slight deficit but the expenses were rather heavy as two new cups had to be bought as well as the usual prizes, etc. Under the circumstances it is a matter for congratulation that the deficit was so very little. It is, however, a good thing for the sport that those who indulge in it should contribute adequately to its maintenance rather than look to outside sources for monetary assistance, cups, prizes, etc. The provision of a fund to see that Britain is adequately represented in international events held abroad, etc, is an excellent idea, as hitherto it has been more or less left to the initiative of single clubs and individuals. It is to be hoped, however, that this fund will not interfere with this spontaneous effort which in itself is highly commendable. The retiring Hon. Secretary, Mr. R. Jackson, has held office for five years, during which time he has seen the growth of the speedboat with the I.C. engine. He has been a .tremendous worker and his efforts have assisted the sport in every way. His successor will have a hard task in following such an unselfish and hard-working secretary. ‘SONG OF THE RESERVOIR.”’ x the annual meeting of the Workington Model Yacht Club Mr. Rothery agreeably surprised the members with a poem of his own composition as follows :— The sailings are finished, so goodbye THE EVOLUTION OF THE 10-RATER. to the pond, We have had a good time, at the sport we're so fond, PAST And next Easter Monday, be it wet or fine, We'll come up like young giants, refreshed with new wine. A word about t? members wont be out of place, As each does his best with a smile on his face, tHE 7 ow To win every race, for which his boat started, nT But, win or lose, as good friends we have parted. When it rains on the pond “Andrew’s” heard ringing, And voice is “Bobby” looks round, thinks his ‘Mavis’’ is singing, PRESENT And when “Mavis” wins, you should see “Bob’s” broad smile, It is not far short of a full quarter mile ! For lasses we have “Marjorie” and ‘Mollie,’ and DISPLACEMENT also “Maureen,” “Irene” and “Cissy,” also “Gipsy Queen,” “Tamar” and “Eva” to deliver the goods, Under the guidance of jolly ““Ann Woods.” merc 7 We have “Lily” and ‘‘Rose,” and also “Doreen,” “Comet” and “Swan,” and two “Shamrocks” so green, ‘“* ‘ i coe PG Interested 1822 in Flash Steam ? MODEI. SAILING YACHTS Bona’s Fiash Steam bBolter We can supply a flash steam boiler suitable for hulls up to 48 ins. long and engines up to 1} ins- bore stroke. Restricted Type. 36x9x94. 30x8x9. 24x 64×7. These boilers are made of solid drawn steel tubing throughout and encased in an asbestos lined blued steel 90/60/33/- casing. Each boiler is fitted with steel union and safety release valve. Size 8.8/8 ins. diameter, 12 ins. long, weight 4 lbs. Price 50/-, Plus Carriage. Blowlamps for above, 8/= each Steel Tubing, solid drawn in 25 ft. lengths, specially made for flash steam boilers. Price 4 in. diameter. Price i6 in. diameter. Interested 5d, ft., plus carriage. 5d, ft., plus carriage. in Yachts? We have had made specially for us an extra strong sailcloth, the same as the so-called Union Silk, but extra strong and light in weight. Shamrock Type. This is a super Sailcloth for Racing Yachts. 27 x 44 x 54. 15/30 x 54 x6. 21/36×64%x«9. 45/- Price, Sailcloth 42 ins. wide, 2/3 yard. plus postage. Send for Sample 14d. post free. Finest quality flax twine, Fine or Medium, per 20 yards hank 6d. Coarse, per 20 yards hank 8d, These Hulls are cut from best Yellow Pine. Correctly balanced and Leaded Keel. Send for Bond’s Model Handbock 6a. post free, it contains 170 pages full of paris and Tools wanted by the Model Maker. We can make any Hull to Blue Prints. Quotation on request. \. Bond’s 0’ Euston Road, Ltd., 18 & 20, Clerkenwell Road, London, E.C.1 y, L 254, Euston *Phone Museum 7137 Road, London, N.W.1 Established 1877 Who savs ! ““RYLARD” is the World’s Best Marine Uarnish and Enamel. “We have proved ‘RYLARD’ is the finest procurable.”’ —Hugh McLean & Son, Glasgow. ‘‘We have found ‘RYLARD’ unrivalled.” —Thornycroft, Ltd., Singapore. “T use ‘RYLARD’ simply because it is the best.” —Uffa Fox, Isle of Wight. “We use ‘RYLARD’ on all our boats and consider it is the world’s best Varnish.” —Pritchard Bros., Ltd., North Sydney. “We know of no better Varnish.” —J. A. Silver, Ltd., Glasgow. “We use ‘RYLARD’ on all our productions and vouch for its complete supremacy in the Varnish line.” —A. W. Cuthbertson, Tasmania. ‘Best product of its kind.” —Cantiere Navale Gallotti, Naples. “[ have never seen its equal.” —Vic Lucas, Brisbane. “Consider ‘RYLARD’ the finest we haye ever used.” “The finest Varnish possible to obtain.” “The best Varnish I know.” “Better and lasts far longer than any other.” —Dodge Bros., Detroit, U.S.A. Capt. G. P. Pike, Southampton. R. R. Rex & Son, Tasmania, —John Cederqvist, Stockholm. Sole Manufacturers: LLEWELLYN RYLAND, Ltd., Birmingham, England. AGENTS ALL OVER THE WORLD. In replying to Advertisers, please mention MARINES MODEL. DECK HOUSE COAMINGS TOUCH THE Poop Deck Bo ROOF INSIDE ‘ Brace CHANNEL Keg 3 L.W.L. ! LU ‘ ‘ 7 ‘ WOODEN FALSE 1 Lead 1 ; KEEL t — THE WORKING “EILEEN MODEL SHIP O’BOYLE.” Designed by Dovuctas J. Boye. One-Quarter of Full-size. Norte. stemhead. Sections are spaced 3” apart, No. 11 being 2” abaft Waterlines and Buttocks are spaced 1” apart. SUPPLEMENT TO VoL. ;’: HATCH :: eee ouch THE COVER ; INSIDE. CHANNEL e NS a SHee i’ ; leet 6, No. x = ;1 FORECASTLE Deck CHANNEL fe 8 Shee DIMENSIONS. Lwk L.0.A. 36°375”. L.W.L. 30-0”, Beam = 8°5”. Depth 410-0”: Draught 5:5”. Displacement (as plan) 18°56 lbs. Lead Keel (as drawn) 625 Ibs. The sail and rigging plan of this model will be published in our May number. The steering gear is shown on rigging plan and is similar to that illustrated in Mr. D. J. Boyle’s article in our January issue. To face page 10. 1. SUPPLEMENT TO Vou. 6, No. 1. ‘ ‘ tet te ce ee eee ee tt tee ee ee eb ee ee me ene we eee a aS yg LEADLINE Loa 74:5″ L.W.L. 50-0″ A LWLBEAM 14.08% PENALTY Nic. DIsPLACEMENT Leéap KEEL S.A. S5O-S 39-0 ae| i Ibs Ibs 1310 s@ ins Averace DRAUGHT SecTIons FreesoardD 4-35″ ite 3″ SPACED 5-0″ Sect. O €rRom Bow WATERLINES sPACED 2-0″ 1-0″ Butrocus 1-76″ sPacep WLI4, £ To face page 11. WLt