Marine Models: Volume 6, Number 11 – February 1934

Published on the Seventh of each Month. FEBRUARY, SOAR seen Ags LJ vy2) oO NS * ope a ve £3 . Reporting a M.Y. Race 277 Hull Design for Model Steamships 279 News of the Little Ships 282 Our Scottish Page 284 Our Ship Model Clubs 286 Royal Yacht of 1670 288 Model Ship and Steamer 291 Fittings fe East Indiamen 293 The Vines’ Steam Engine 296 Lead between Centres 299 Correspondence 301 leyPyne ee WY x 5a sha ye 3s MARINE MODELS, GOLDEN HOUSE, 0 G7 pes GT. PULTENEY STREET. LONDON, W.1. 1934 > SPEND A SHADE MORE TO OBTAIN VALUE. Any type of hull from A-class. to 24-inch built to any specification or my own design. Minimum weight, absolute truth, best yellow pine. I personally finish every hull by hand methods. Power boat hulls to any specification in metal. A BA R K wood or e Complete Models finished in exhibition style and NORTHWICH, my ip 0 ao building all types of racing yachts and their sails and fittings. 26, ALDERLEY ROAD, made to order. O Forty years experience designing, e If you can sail her | can build Cheshire her-—THE WINNER. fc WHITE HEATHER 4 ao Racing Model Yachts uccess : The first British and International J. ALEXANDER & SONS bouts have been successful seven Ashton, Preston, Lancs. builder can approach this record. FITTINGS SPECIALISTS Championships (A-class) were held in 1923. In eleven years Daniels’ times, including last year. 26, No other Victoria Parade, Send Stamp for List. Model alts built to Order Expert Model Yacht Builders y size or Class. so SAILS Sails, Fittings and Spars eae If you i” London, a Sent SRI BY FAR THE light MADE and MOST beat the best WHITE HEATHER feet tan TRADE SUPPLIED. S strong. EFFECTIVE y Orn) Set TO ORDER WATERPROOF, UNSHRINKABLE, UNSTRETCHABLE Very to ° 331, St. John Street, Clerkenwell, SAILS want Racing Model Yachts W. raf DANIELS, ee! ACCESSORIES Yachts, Sails, Spars or Fittings, you must go to ALEXANDER’S If you want the best yacht, sails, spars or fittings, you must go to Daniels. Send-a stump for list. Phone: Clerkenwell 4708. SPARS Power Boat Hulls of all descriptions Suitable for MATERIAL NO BATTENS REQUIRED all sizes. EVER INVENTED. Since its introduction in January, 19383, it has come into use all over British Isles, India, Australia, U.S.A.and Norway Excellent testimonials from Sam Berge, Norway, Geo. Baron, U.S.A., MODEL yY RACING YACHTS to order or from stock. W7. G. and others. PERKS TREFRIW, CAERNAVONSHIRE In replying to Advertisers, please mention MARINE MODELS. ee eS —_ BB — A eB ao -LJ 5 ay eS “Led FS oS 7 eB eS i A i ae B= eS i 7B SS Sanu ce MARINE Vol. 6, No. 11. MODEL PLN TECHNICAL MAGAZINE Published on the Seventh of each Month. FEBRUARY, 1934 ON REPORTING A MODEL YACHT RACE. By Tue Eprror. I cae is nothing more difficult than to write a good account of a sporting event. This applies particularly to a model yacht race, though General Meetings, Prize-givings and Socials are almost equally hard. There are several methods of reporting any of these events. The first is the flowery, in which the old clichés are repeated ad nauseam. When the wind is light and variable it is unnecessary to add that “the skipper’s skill was tried to the utmost.’ Again, it is hardly necessary to report that the Commodore or 0.0.D. “ welcomed the competitors and wished them a good afternoon’s sport,” and at the close “ congratulated competitors on the excellent sailing.” It might be worth mentioning if at the close of sailing the O.0.D. said that he had never seen a worse exhibition of handling or so many breaches of rules ! When there is nothing particular to the terse method is infinitely preferable. not a word is wasted, but the salient facts out accurately. The following account imaginary open event is a good example report, In this are set of an of this style. July 19. WATTEAU M.Y.C. Open 10-rater Race for ** Julius Cesar” Cup. At Bigum Park, Rainiville; wind, N.N.E., light, variable. Scoring 2 and 2, possible 32 points. Result :—Ist, ~*Punch” (H. L. Tinker, Watteau M.Y.C.), 30 points; 2nd, “Judy” (J. T. Taylor, Yoho M.Y.C.), 28; 3rd, “ Toby” (T. Atkins, Soso M.Y.C.), 26. Also sailed : “ Golliwog ” (A. B. Tarr, Heavo-Ho M.Y.C. ), * ‘Teddy ” (R. Smellie, Watteau M.Y.C.), “Mickey” (D. Farmer, Soso M.Y.C.), “Pip” (D. Pincher, Yoho M.Y.C. ), “Squeak ” (J. Roger, Koko M.Y.C.), ‘* Wilfred’ (D. Turpin, Heavo-Ho M.Y.C.). Non-starters :—‘‘ Blue _— Stocking ” (G. Arter, Nogo M.Y.C.), “‘ Blue Nose ” (W. H. Indy, Nono M.Y.C.). Officials :—A. Layton (0.0.D.), B. Johnston, C. MeWhistle and D. McWhustle. Whilst this is preferable to the flowery method, the third manner is the best. What we are referring to is the informative report in which really useful comment is embodied. For example, in the account of a 10-rater event it might be explained that the winner was to some well-known published design, or the failure of a well-known yacht might be explained by some accident to her gear, or interesting alterations or variations of gear noted. This type of report is by no means easy to write and’ requires considerable practice. but is well worth while. Our magazine goes to so many clubs these days that the space we can give to each is limited. The writer remembers vividly his struggles at compression when he was running a model yachting column in a contemporary some years ago. Space was severely restricted and it was very difficult to find room for all the matter that was sent in. As a consequence it was necessary to go through everything sent in and eliminate every superfluous word, and if a phrase or sentence could be turned more pithily so as to save half a dozen words, it was re-written ‘vccordingly. A well-known journalist complimented us on this compression, and remarked that our work was the inverse to ordinary journalism, as the ordinary journalist strives to clothe the minimum of facts in the maximum number of words, whilst we were doing exactly the opposite ! 278 MARINE MOVELS To-day, we have a large drawer full of interesting articles waiting publication. Our object is to make MARINE MODELS convey as much interest as is possible in the number of pages at our disposal. May we, therefore, ask club secretaries to let us have their reports regularly, but to keep them pithy and to the point. REVIEW. A HUNDRED YEARS OF TOWAGE (HISTORY OF WILLIAM WATKINS, LTD.). By Frank C. Bowen. HOSE familiar with the London River will know the fine fleet of tugs owned by Messrs. William Watkins, Ltd. The firm was founded in the year 1833, and this volume was published to AN APOLOGY. O* behalf of our printer and ourselves we have to apologise for the fact that the cover of our January issue was printed with the words “Vol. 6, No. 7” instead of “Vol. 6, No. 10.” May we express thanks to those readers who did not write to point out this error? We were well aware of it before the number was released, but decided to let it go out, rather than delay the publication a week as would have been necessary had we returned the number to the works to have the covers reprinted. The heading of the first page was correctly printed so this will make no difference to those readers who have their numbers bound. celebrate their centenary. In the well-written history of the firm, compiled by Mr. F. C. Bowen, the full story of its growth from modest beginnings is graphically and ably recounted. The perusal of this little volume impresses one with the high standard of efficiency demanded by the firm from its ships and personnel, and the way that the firm has looked after both. To the average traveller the tug is just a fussy little vessel that noses around during the undocking of the giant liner that is to take him on his way, and which assists the liner in similar fashion at her journey’s end. Only the true seaman appreciates at its rel worth the skill with which these little vessels are handled, or how helpless the big vessel world he without her little sisters, the tugs. In the history of this firm is epitomised the history of towage since the day when tugs first came into being, and an interesting yarn it is. Probably the most romantic period was when the sailing clipper was at her zenith. The profits accruing from quick passages could easily be di sipited by undue delay in getting into dock. Here the smart tug came into her own when the clipper “ took steam.” and far afield the little tugs went “sezking” to meet the lordly clippers. In all weataers the tuggee plied his trade and kept the seas. But there are other aspects of towage even to-day, and tugs may be divided roughly into two classes— the small river tug and the large ocean tug. To the latter fall salvage jobs, long towages of helpless craft. towing queer ungainly vessels like dredgers, floating docks and the like from builder’s yards to their appointed stations. Such tasks are full of danger and difficulty. Yet when he reads in the newspaper that a new floating dock has been towed to some far distant part, the average person scarcely realises the magnitude of the task that has been accomplished. We congratulate Mr. Bowen on this little volume. “BOSTONIA V,” (J. hn Black, Rhode Island M.Y.C.) It will be noticed that the balloon spinnaker is doing yeoman service. These sails are most efficient when they are drawings but fatal if one gets to leeward of the course, HULL DESIGNING FOR BUILDERS OF WORKING MODEL STEAMSHIPS. (Continued from page 275). By ATLANTIC, E will now return to the subject of the M.C. Many writers use the term “ Metacentric Height” to imply the height of the M.C. above the C.G. This is a most confusing practice and the writer, for clarity, invariably refers to the height of the M.C. above the C.G. (or C.B. as the case may be) when referring to the height of the M.C. above any particular spot. It has been seen that the height of the M.C. above the C.B. is a direct indication of the stability of any given section at any given angle of heel, but this is the natural stability. If the height of the M.C. above the C.G. is taken, we have a measure of the static stability. Now the righting power of a vessel can be cal- culated. In Figure 20 (see January number), through G draw a line parallel to the heeled L.W.L. intersecting CM at H. The GH is the “Righting Arm” of the vessel at this angle of heel. If the righting arm is multiplied by the displacement the result will give the righting power in foot-lbs. or whatever unit is chosen. Suppose the righting arm to be 1.75 ins. long, and the weight of the vessel 20 lbs., then the righting power (which is technically called the “righting moment”’) is 1.75 x 20 in.-Ibs. = 35 in.-lbs. It will be seen that the lower the C.G. is situated the longer will the righting arm be and the greater the righting moment. vesscls and their characteristics, such as stability, motion, ete. It will also skow him what to expect from various distributions of weight. Stability calculations are very important to designers of real vessels, but are of lesser importance to model makers as the model requires a higher proportionate margin of stability and will, therefore, be always on the safe side. At the same time a knowledge of the principles of stability is very useful to designers of marine models. If required these calculations can be made, but generally they are not necessary for a model. There are one or two more points that are of interest to the designer of model steamship hulls. One of the most important is the influence of profile on steering and performance. Every ship having the wind on one side of her makes leeway. If a stick is placed against the side of a model, she can be shoved bodily sideways. If it is placed forward the bow swings away; if aft, the stern swings away. At just one spot the whole vessel moves bodily sideways. This spot is the Centre of Lateral Resistance. If the underwater profile of the vessel is drawn on stiff paper, cut out and balanced on a pin, -this position of the C.L.R. gives the fore-and-aft Its vertical position is of no importance. In the ordinary steamer the C.L.R. will fall about the centre of L.W.L., but in a vessel such as a drifter, with a shallow draught forward and a deep heel aft, it will fall well aft of the centre of L.W.L. The C.B. can be regarded as the centre of rotation of the vessel, so that it is really the fulcrum of the lever arm formed by the distance between the C.L.R. and C.B. The natural tendency of the drifter when stopped is to come head to wind. Under way the drag of the leading edge of the keel has to be considered. If a flat piece of metal, such as the disc one cuts out of a tobacco FIGURE 21. It will be seen from Figure 21 that although the C.G. is above the C.B. the vessel has still a reasonable margin of stability, WG being the height the M.C. is above the C.G., and GH the righting arm (or righting “ couple ~ as it is sometimes called). This righting power arises entirely from the movement of the C.B. and the position of the C.G. If the hull is heeled to the point where the M.C. is below the C.G., the vessel is bound to capsize. With a little thought this will give the reader the clue as to the behaviour of different types of tin, is dropped into water it zig-zags to the bottom. What actually happens is that in falling one edge goes first and, meeting undisturbed water,encounters greater resistance than the rest of the disc. The resistance piles up under the leading edge and prevents that sinking as rapidly as the rest. The disc comes level and momentum is arrested. The other edge then drops and it starts to fall again. but with the opposite edge first. Thus it zig-zags to the bottom. This same effect is prevalent as soon as a vessel starts to move forward and the pressure moves towards the leading edge. Thus the centre of Jateral pressure moves forward, Actually, a vertical leading edge has a stronger pull than a sloping one, but an ordinary steamer’s leading edge 280) is the stem, whereas a drifter is all leading edge as the whole keel is raked. It will be seen, therefore, that in case of a breakdown the position of the C.L.R. may make a difference as to whether a helpless vessel lies broadside on in the trough of the sea or comes head to wind. One last point should be noted about lateral resistance. Pass your hand sideways through the jet of water from a domestic tap. That is easy. Try to do the same thing through the faster flowing jet of a hydrant. This shows graphically that the faster a vessel moves the greater resistance is offered to lateral movement. This explains why a vessel blows sideways with engines stopped, crabs badly at low speeds, and makes little or no leeway when moving at full speed. The area of lateral plane, of course, affects a vessel’s. power of resistance to sideways motion. Similarly it follows that a vessel steers better at high speeds than at low, because the rudder offers a@ greater resistance. FIGURE 22. Now, passing to rudders, it, is obvious that the efficiency of a rudder depends on a number of things —its shape, position, area in’ proportion to total area of lateral plane, etc. Taking the C.B. as the pivoting point of the vessel, the leverage (or turning arm) exercised will vary with the distance the rudder is abaft it. Moments can be taken in the usual way to determine the force exercised. Thus a rudder of 6 sq. in., situated 10 in. abaft the C.B., would have a turning moment of 6 x 10 (= 60) units, whilst one of 4 sq. in., situated 16 in. abaft the C.B., would have a turning moment of 4 x 16 (= 64) units. This merely serves as a rough comparison of the power of two different rudders, and does not prove whether either will be suitable to any given hull. Now the depth of the rudder makes a great deal of difference to the power it exercises. If the rudder is in the water disturbed by the hull, it is less effective than if it is deeper. Another thing that influences the question is the propeller (or propellers) and their relative positions, and, obviously, a rudder is less effective on a single- screw vessel than on a twin screw. l FIGURE 23. In the case of a Jaunch or hydroplane, where the the propeller is carried on a skeg some distance below the hull and rudder, this influence will not be so great. Many fast boats of this type, however, have either a forward rudder or double rudders. Finally, there is the question of shape. Steamers of the cruiser stern type frequently have balanced rudders, but with a single-screw vessel the rudder is hung on the sternpost. The action of a rudder is that when put over it impedes the flow of water along the garboard and causes a choke. Pressure develops and causes the stern to swing away from the side on which helm has been applied. At the same time the rudder slows the ship down, particularly on the side it is applied. In consequence, the other side, as it were, overruns, so the bow swings also. Now there are two kinds of rudder used, the ordinary rudder hung on the sternpost (see Fig. 22), and the balanced rudder (see Fig. 23). The action of the balanced rudder is rather different to that of the ordinary rudder. The balance portion (ahead of the rudderpost) to a certain extent neutralises an equal area of the rudder on the part abaft the rudderpost. The balance portion should, therefore, not exceed 20 or 25 per cent. of the total area, and the whole rudder area must be larger than an ordinary rudder for a vessel of similar size. The fact of the rudder being balanced makes it easier to put over than an ordinary rudder of similar size because of the pressure on the foreside of the balance portion. The efficiency of the balanced rudder arises from the fact that it diverts water from one garboard to the other, and thus increases the pressure against the rudder blade. This is shown by the arrows in Fig. 24. No rudder is efficient at a greater angle than 35 degrees. Above water design has a certain amount of effect on a vessel’s performance. Thus a vessel 281 with much top-hamper will make a lot of leeway unless she has a deep keel to counteract this. Speed has an effect on a vessel’s power to resist Mention was made earlier in these articles of the propeller feed stream and the fact that the propeller is really a pump throwing a jet of water leeway, and also on steering. astern Again, a vessel with high bows will tend to blow off the wind, whilst a high superstructure aft will tend to make her head up into the wind. The centre of a vessel’s lateral windage can easily be found by cutting the shape of the above water profile out of card or paper and balancing it. Its position in regard to the C.B. and C.L.R. will give an indication as to how she will perform in this respect. Head resistance is an important consideration as regards windage. Air is one- four-hundredth the density of water when still, but a heavy head wind will alter things altogether, so attention should be paid to this, particularly if high speed is aimed at. Whilst propeller design does not fall strictly under the heading of hull design, a few words might be said with regard to the influence on steering, etc. push the boat forward. Now if the feed stream supplies it, a vacuum will form and the propeller will race round in it. This is known as loss of propulsion and cavitation, and results in bad steering. A different propeller can be tried with a larger boss to fill up part of the hole, or the blades can be narrowed in width near the boss and increased at the tips, or given a bigger pitch at the tips. Actually, however, it depends on the feed stream. If the vessel moves forward faster, the rate of the feed stream will be increased. For a slow vessel that requires big power (such as a tug) a large slow-running propeller is needed.. has a light requisite. high-speed engine If such a vessel gearing down is On the other hand a high speed vessel requires a smaller “* prop” running at a high speed to develop maximum efficiency. A large propeller would slow down the engines and make them lose A right-hand propeller seen from astern turns clockwise to go ahead. Going ahead it will tend to throw the vessel’s head to port. Going astern it will throw her stern to port. A to propeller pumps the water away faster than the left-hand propeller seen anti-clockwise to go ahead. from astern turns This, of course, will have just the reverse effect. For a twin-screw vessel a R.H. propeller is usually used for starboard, and a L.H. one for port. This arrangement is known as “ out-turning” screws. These neutralise each other and steering is unaffected. ‘“ In-turning”’ screws are not satisfactory. The object of a propeller is to transform the energy generated by the engines into propulsion. Loss is occasioned by slip. Engines generate their maximum power when running at their designed speed, so that the propeller, boat and engine must suit each other if good results are to be obtained. This applies particularly to internal combustion engines. Steam engines are far more flexible and accommodating. power. No propeller calculations are really much good there are so many considerations that affect results. The best guide is experience of similar as vessels and practical experiment. This series of articles have proved longer than | anticipated when I started them, but, at all events, I have fulfilled my promise to show how a hull design can be created with a minimum of calculation. There are numerous considerations to bear in mind, all of which I have detailed at some length. At the same time it appeared best to me to go into these matters once a start had been made. Otherwise the beginner (for whom these articles are intended) might feel himself nonplussed at many problems that are bound to present themselves sooner or later. I trust that readers have not been bored{and that these articles have proved helpful and interesting. THE END. Model of S.S. ‘‘Nagina,’’ made by Mr. John Lister (see Correspondence Columns). 282 — i — = \ Ar eee t, SINE Wee) mis EAs “7 oe SS Yay Pen A : 2 —— —7 GO it \—4 ——— | OHSS place = ————— OR NORTH OF ENGLAND. BIRKENHEAD MLY. & P.B.C. A very pleasant evening was spent on December 2 ew 4 eo Hts ) YY “1 7 4 y 5 E N\A SSSsSeA —— OARS CROSS : = Cat ———_ 4 . a2 > = O2 (Auderney Cup), Ist. “* Bonito” (J. Edwards) ; 2nd, “McAdam” (J. Pemberton). Power Boat (Birkenhead Cup), Ist, “Margaret ’’ (G. Ellson) ; 2nd, “ Violet’ (T. McGill); 3rd, “ Y-Not” (W. J. Litherland). Power Boats at the Co-operative Café, Grange Road, Birkenhead, “ Margaret” (G. Ellson); Gill); (Livingstone Cup), Ist, “* Betty V ~ (J. H. Jones) ; Mr. Wm. M. Carpenter, Hon. Treasurer of the Club, presided over the gathering, and congratulated the Club on having -a good active sailing fleet, which, he contended, were the life blood of a Model Yacht Club. In all, the Club have 13 Cups for annual competition, also numerous place prizes. Kenneth Jones having won the Hornby Cup on _ three 2nd, ““ Cameo” (A. Hornby). A-class(Columbia Cup), Ist, ‘‘ Modesty ” (John Pemberton); 2nd, ** Betty V” (J. H. Jones). K. Jones, having won the Hornby Cup three times, received a replica. No race took place for the Noel Lloyd Cup, Junior A-class, this year. A special prize was presented to Miss Marie Baylis, an official in many races of 1933. A. H. Mr. J. Edwards was successful in winning Cups in two 10-rater events, and one Cup in the 12-metre Class. The Columbia Cup had been won by Mr. J. Pemberton. This Cup is rather unique in the fact that it has been fashioned from a portion of the keel of the famous American Yacht ‘ Columbia,” which defended America’s title against Sir Thomas Lipton’s Shamrock from 1899—1901. After “‘ Toasts to our Visitors,” submitted by Mr. Edwards, and replied to by Capt. Nigel W. Kennedy, T.F. of the. Ship Model Society of the City of Liverpool, it was mentioned that a great port like Liverpool was worthy of more representation in the sphere of Model Yachting, and it was to be deplored that there were not more clubs in the district, the difficulties being not so much lack of devotees as the lack of suitable sailing waters. Mr. A. Hornby, Hon. Secretary, thanked the Sub-Committee for the efficient manner in which the arrangements for the evening had been carried through, also the Artists, Messrs. J. Trist, W. L. Tressiddar, J. Edwards and W. A. Edge for their services. The evening concluded with a hearty vote of thanks to Mr. W. M. Carpenter for so ably undertaking the duties of Chairman. The prize-winners for last season were :— Junior “B” (Hornby Cup), Ist, ‘* Naney III” (K. Jones); 2nd, “ Nancy IL” (A. H. Thomas). 12-metres (Dalcoolin Cup), Ist, ‘ Joyce” (J. Edwards); 2nd, “ Faith” (W. H. Jones). 12-metres (Lingmore Cup), Ist, “Faith” (W. H. Jones); 2nd, “ Fleur-de-lys” (J. R. Baylis). 36-in. Seabird (Graham White Cup), Ist, ‘‘ Janet” (W. G. Harris); 2nd, “‘ May-be”’ (A. R. Andrews). 10-rater (Maura Cup), Ist, ‘* Bonito ” (J. Edwards) ; 2nd, ‘* McAdam ” (J. Pemberton). 10-rater I” Ist, the cccasion being the Club’s Annual Prize giving occasions, he received also a replica of the original ‘* William 1933), and Hot Pot supper. trophy. 3rd, (Points 2nd, ** Violet’ (T. Mc- (W. Holt). A-class BRADFORD ML.Y.C. A lecture was given by Mr. J. Whitaker (member), at our January Monthly Meeting held at the “Stone Trough” Inn, Rawdon, nr. Leeds. Mr. Whitaker’s subject was the balancing of model yachts, and proved to be very interesting, a very lively debate ensuing. Our dam is now filling up again, and the level is high enough for any yacht to clear the remains of the island and other high spots. J.P… FLEETWOOD M.Y. & P.B.C. The Club’s Annual Concert and Prize Distribution took place in the Congregational School Room, London Street, Fleetwood, on 13th December. The rooms were gaily decorated for the occasion. The gathering on the platform included the Mayor, Alderman G. M. Robertson accompanied by the Mayoress. He was supported by Mr. J. Marsden, Mr. Geo. Wilson (the new Commodore) and Mr. G. S. Pople (Hon. Secretary). There was a_ fine attendance of members and the room was well filled. The Mayor spoke of his great interest in the sport and referred to the first Exhibition held by the Club in the same room. Mrs. Robertson also spoke of the pleasure she derived from the competitions. At this point, the Commodore, Mr. G. Wilson, took command and ina pithy speech gave a resumé of the work done by the Club during the past season including its participation in the Manchester and Birmingham Exhibitions. He went on to touch upon the British Empire and World Championships held at Fleetwood last summer, and referred to the 283 LONDON JOTTINGS. immense crowd of spectators that were attracted to the event. At the conclusion of his speech the Commodore presented the Mayoress with a silver spoon enamelled in the club colours. Another presentation was made at this stage to Mr. W. Newton of a gold tie pin also embellished in the club colours as a souvenir of his work in connection with the Fleetwood Regatta. Mrs. Robertson then presented the prizes as follows :— Mather-Richardson Cup, J. Alexander ; Lever Cup, T. Rawlinson; Beesley Cup, \st J. Alexander, 2nd R. Wright, 3rd J. Kelly, 4th J. Anyon; A-class Spoon Race, 1st J. Catterall, 2nd T. Beal, 3rd J. Kelly; 36-inch Restricted Class, 1st J. Alexander, 2nd A. Wright, W. Alexander. 3rd J. Kelly, 4th The rest of the evening was devoted to a one-act play by the Fleetwood Dramatic Society, followed by items contributed by members of the F.M.Y. & P.B.C. and friends. In conclusion it may be mentioned that the club has arranged to have all its races reported and submitted to the general press with the object of attracting the notice of the public. CLAPHAM M.Y.C. The newly restarted Clapham M.Y.C. held a General Meeting on December 27th. Considering the time that it has been going, the progress made is satisfactory. The Club is now affiliated to the M.Y.A. and at the meeting on December 27th it was decided to join the London M.Y. League. As will have been noticed in the M.Y.A. Fixture List which appeared in the last number of MARINE MODELS, the Club’s water has been selected as venue for the M.Y.A. London 10-Rater Regatta on May 26th. The Club is very pleased at having the honour M.Y.A. and every-: thing will be done to make the Regatta a great of staging this event for the success, The Club has adopted the 10-rater as_ its the vicinity are standard class. Model yachtsman resident in invited to get into touch with the Hon. Secretary, C. V. Hooper, 4, Freke Road, S.W. 11. J.T.S. Members of the Los Angelos M.P.B.C. with their craft. C.V.8. 284 ISLE OF WIGHT. RYDE MODEL membership steadily grows. Some of the members of the 1906 Club have joined again, and almost all the members are building trial boats about 4ft. YACHT CLUB. L.O.A. (Founded 1874.) The Club started its activities in 1874 with racing on the open sea and holding regattas. A few years later a fine lake was specially built for model yacht sailing. (The lake is now, unfortunately, used for rowing boats.) This Club continued for some years, and it is uncertain when it ceased. It was revived in 1906 with a good membership, and continued until the war. It is now re-started, with every sign of success, as the It is also hoped to form a power-boat section later on. ; The Club has applied for, and is hoping to obtain, a concession from the Town Council to have the lake free from rowing boats one evening a week. Fortnightly meetings are held during the winter months. Interested persons should get in touch with the Hon. Secretary, Arthur Kerridge, 56, Park Road, Ryde, T.O.W. ————— HE Paisley Club held the Annual Social and the Secretary has gone bare-headed ever since ! Distribution of Prizes at the Good Templar Deserved praise was bestowed on Messrs. Russell and Weir for their conduct of the Junior section, which continues to advance under the constant supervision of these gentlemen. Mr. Russell gave some details of this branch of the activities of the Club, and his speech bore the impress of his whole-hearted enthusiasm and pride in his “ boys.” We had the pleasure of again congratulating the Club on the successful issue of the past and the glowing promise for the future, especially as evidenced by the splendid work among the young. So long as this potential reserve is part of the constitution of the.Club there is no reason to be dubious of continued progress by it. This is no mere lip service either. Secretary McPherson, _ of the S8.M.Y. Assn.. followed up and endorsed these remarks, and favoured the meeting with some revelations concerning his always close touch with Paisley. He said that the Scottish Association had really originated in Paisley to a great extent, and he welcomed the renaissance of the sport Hall, Paisley, on December 20 last, and we have spent a very happy evening at this always enjoyable function. The proceedings opened with Whist, followed by Tea. Thereafter the serious business of the evening, presided over by Commodore Leggatt, occupied attention. The Commodore, in the course of his remarks, made a graceful reference to Mr. Wm. Hutchison, and expressed regret that he was still unable to be present with them in person, as he undoubtedly was in spirit. Continuing, Mr. Leggatt stated that he had heard that the best extempore speech was the one well rehearsed in advance, and as he was desirous of limiting this part of the programme as much as possible he had prepared a few brief notes— which he promptly proceeded to read. He was pleased to pay a high tribute to Secretary A. H. Muir for his assistance throughout the past season. Commenting upon the successes achieved he gave a résumé of the most important of them, and predicted further progress for the future based upon and guaranteed by the hearty team spirit exhibited by all their members. The Club had the honour of housing many important events during 1933, including the Scottish Association SemiJubilee Regatta, when the largest number of models ever recorded, with the exception of the Glasgow Civic Week Regatta a few years ago, assembled in open competition, and the Scottish Championships. He was glad to say events had passed off with great éclat. all these Preceded which the present Club had brought about and the very prominent position it had so quickly attained among to the the Scottish enconiums Clubs. passed He upon further referred the National Commodore and himself, and assured the gathering that in the progress and success of the sport lay the greatest reward for any services his colleague and himself were privileged to render. Mrs. Weir presented the various prizes and trophies to the successful yachtsmen, and Mrs. Ross gracefully performed the same service to the winners in the by some very flattering compliments (nothing to Whist what we get at the pond side sometimes) he referred were accorded the donors of prizes and trophies, to the presence of the National Secretary and Commodore. We had to buy a new hat the following day—two sizes larger than usual—and hear that the Social Committee and various others who were responsible for the organisation and conduct of the function. The famous Paisley Club Quartette, Drive. The conventional votes of thanks Advertisements i SEA THE \ BREEZES WATER BLUE MAGAZINE. The Publication which preserves the history of the rapidly declining windjammer of the last The unique and world renowned Sailing Ship Magazine in an illustrated form. “century. Clipper Ship ‘*Crusader,’’ 1865 Annual 1910. 4s. Subscription 6d., Specimen Copy 5d., Post Free. SUS ‘¢ THE PACIFIC STEAM NAVIGATION CO., LIVERPOOL, any TM Bond’s ‘Simplex’ Petrol Engine 1zin. bore x 1iin. stroke. Weight 44lb. with 4in. fly wheel. Water or Air Cooled. This Engine is fitted with eastiron head, rocker supports cast in one piece, The cylinder is iron with aluminium jacket shrunk on. The crankcase and piston are castin Electron metal for ultra lightness. follows The design the latest practice, having car type valve gear, rods, pets, high straight flat head push tap- inclined por’s, compression piston. Set of Castings complete with drawing, Postage Set of castings with stampings, finished rings, gears, springs, and all materials, with drawing, Postage |= 1/3. FINISHED ENGINE zitzry.ncy Send for Bond’s 1934 Catalogue for full partieulars, 6d. post free BON D’S ; \ £6/6/0 art sa 0’ EUSTON ROAD, Ltd., 254, EUSTON ROAD, LONDON, N.W.1. Established 1887. *Phone Musuem ee? SPRING IS NEARLY HERE! Yachting and Motor Boating will soon be in full swing. Get your new season’s boat from BassettLowke. They can always be relied upon. Send for their new edition Ships Handbook, S.5. If you want your Boat overhauling or new fittings for it of any kind send to Bassett-Lowke. BASSETT-LOWKE Ltd., NORTHAMPTON, London Branch: 112, High Holborn, W.C.1 In reply to Advertisers, please mention MARINE MODELS. ) Advertisements Ii Accurate IT ime-keeping Yachtsmen and Other users of The importance of of lth e second a_ BLUE PRINTS OF DESIGNS| ‘N 4 stop watches will Model Yachts. find the model illustrated here of inestimabls value where accurate’ A-Class. time- **Daphne,” (Marine Models Design)* keeping is essential. The watch, which is fitted with a centre second hand, gives accurate readings to within a fifth of a second. Guaranteed three years. Half-size with full-size Body Plan, 15/-. “Courtesy,” by A. W. Littlejohn* “Mussolini,” by Sam O. Berge, (Norway)t “Onward,” by Reg. W. Lance* ‘Elusive,’ by Herbert Almond+ Half-size Prints 12/6. for 6-Metres. The ‘Standard’ All designs withdrawn. Model. 15/Three years’ Guarantee. 10-Rater. § ‘“Evadne,”’ (M.M. Design).* B} SEND FORONE Half-size with full-size Body Plan, 15/-. “Flying Spray,” by A. W. Littlejohn* THIS MAIL. tlalf-size Prints, 12/6. Other Models with Fly-back *“f,eonora,’’ by W. J. Daniels, (New Design)* Full-size Prints, 21/-. Action, 25/Guaranteed 36″ Restricted Class. for “Babette I,” by \. J. Danielst ‘Babette II,°’ by W. J. Daniels* Full-size Prints, 10/6. three years. Obtainable direct from A. ARNOLD & CO., 122, St. John Street, Clerkenwell Road, London, E.C.1. \.. Designs to the altered rule will be put on sale shortly. P 30″ Restricted Class. “Jenny Wren,” by A. W. Littlejohn* 4 Full-size Plans AN NOTICE TO READERS WJ 24″ L.O.A. sTomtit,” by A. W. Littlejohn.{ o Full-size Plans, 5/6. tFull Keel. *Fin-and-Skeg, The designs ; Magazine to the published are } copyright designers or in | this l either Mounts Bay (Penzance) Lugger. of typical boat. Models. Their publication gives When, however, models attached to Design and Arrange- 1-Metre Hydroplane Ilalf-size. or exhibited, it must be stated label “Maid of Rutland.” Racing “Flying Fish.” [ull design by Reg. W. Lance. . 7 Competitions (other than races} the Plans 6/6. ment Plans. Full-size for 1-metre model. 6/6. to these designs are entered in on Scale lin. = lft. Cross-Channel Steamer. ; readers permission to build to them. d Prototype Scale Models. to Marine c_ 8/6. Under the 4/6. . Petrol Racing Engine. 30c.c., Skingley. exhibit that the design is taken Sections full-size. ; for metre Hydroplanes, [Full-size design, 3/6. by J. B. ALL DESIGNS POST FREE. from Marine Models. Above obtainable from the Offices of Editor. MARINE MODELS, Marine Models. GOLDEN HOUSE, GT. PULTENEY STREET, LONDON, W.1. v. J w In replying to Advertisers please mention MARINE MODELS. y, 285 Mr. David Stewart, Miss Leggatt, Mr. J. Campbell and Miss Baird, entertained the assembly with musical items in their own inimitable manner, and thereafter dancing continued until the “ wee sma’ oors”” brought another memorable occasion to an end. The East of Fife M.S. Club recently staged an outstanding New Year event, when the Sheriff’s Cup competition took place on the Cellardyke waters. Open only to competitors who have built and sailed their own models, the race attracted an entry of 58 contestants, and despite somewhat changeable and unsettled weather a considerable number of spectators attended. The * Fifies *’ provided some good sport, and at the close of the race winners in the various classes were declared :—24in. and under, “‘ Ellen,’ Adrien Lowrie ; 27 in. and under, * Felicia,” David Watson; 30-in. Class, ‘‘ Christmas Rose,” Robt. Wallace ; 33 in., “‘ Jean,’’ Adrien Lowrie; 36in., ** Letitia,’ James Bett, and over 36 in., “June Rose,” Thos. Murray. Officials in charge were: Mr. James Stewart, Starter; Bailie James Bett, Umpire; Vice-Commodore Councillor James Laing acted in the unavoidable absence of the Secretary. No small part of the successful issue of the event was due to the capable control of these gentlemen. We understand that the new Port Bannatyne Club, to which we referred in our last notes, is busily engaged building a fleet of 6-metre I 2/3rds models. At present five are under construction and others projected. The Kilmarnock Club have elected a new Secretary and Treasurer in the person of Mr. Archd. Miller, and we hope it will continue to prosper under the pilotage of this gentleman. There is considerable activity at Saltcoats these days, and we hear glowing reports of the work in progress. Already they have applied for registration of a 6-metre to the recently amended formula, which is also notable for the fact that the deck is laid in single planks } in. by } in., with all the other workmanship conforming to the same high standard. This model is from the board of Mr. Jas. S. Hutton, the energetic Secretary of the Club. Altogether two new “sixes” are ready and another dozen well under way. The anticipation is that the season will start with 25 sixes, 14 of them new craft, and several new twelves. Quite a commendable effort of the part of this new organisation. Furthermore, there is some prospect of greatly improved waters, and altogether Saltcoats is to be congratulated on its enterprise and progress. Attention is drawn to the fact that according to the terms of the rule passed at the October General Meeting of the 8.M.Y.A., all models within the Association mus! be registered before they can compete in any Championship or other Association event. We wish to make this quite clear as we find there is dubiety on the point and a tendency to regard registration as optional in some quarters, which is not the case. In accordance with the understanding arrived at during the debate on the motion for the registration rule, a model in full registration for any Club is eligible to be entered for Association events through another Club of which the owner may also be a member, provided always that such Club is a constituent of the Scottish Association. In other words it is the model and owner that are registered, and while it is necessary to register THROUGH a Club it is not registration BY or TO such Club. THe ScorrisH COMMODORE. REGISTRATION OF RACING MODEL YACHTS IN SCOTLAND. N connection with the new rule passed at the October General Meeting of the 8.M.Y.A. “that all 12-metre, 6-metre and A-class yachts shall be registered ” the following points will be of interest : (1) All applications for Registration or Reregistration shall be made to the Hon. Sec. 8.M.Y.A.. Mr. D. McPherson, 31, Windsor Terrace, Glasgow, N.W., who will, on receipt of 4}d., send two measurement Certificate forms—one for Club and the other for the Owner—to be filled in and returned to the S.M.Y.A. Official Registrar of Yachts, Mr. A. W. Weir, 39, Thornley Avenue, Glasgow, W.3. for checking. When checked they will be returned to Club with Registered Number marked thereon. (2) These forms, when completed, must be sent by the Club Official*appointed to attend to these matters. (3) Registered numbers shall not be issued until a yacht has been completed and measured and the forms checked by the 8.M.Y.A. Official Registrar of Yachts. (4) Registered numbers shall not be issued direct to an Owner, Builder or Sailmaker. (5) Re-registration is necessary where a yacht’s name has been changed or ownership has been changed, or the Owner has changed his Club, or the Club has changed its name, or when alteration and subsequent re-measurement has taken place, or if it is 24 months or more since last measured, In the latter case re-measurement is necessary before yacht can be re-registered. (6) With regard to any of the changes as de- tailed in (5), or if yacht is broken up or sold out of Club, the 8S.M.Y.A. Official Registrar must be advised by the Club Official appointed to attend to these matters. (7) Owners should’ carefully note that until these forms have been completed and returned the registrations concerned are null and void, and, therefore, entries for these yachts in any of the S.M.Y.A. or M.Y.A. races cannot be accepted. 286 (8) The Owner shall, on receipt of his Registered Number, put his distinguishing marks upon his sails according to the rule. Until Class Marks and Registered Number have been put upon the sails, the yacht’s registration shall be deemed incomplete. (9) The above regulations will be strictly N.B.—Until such time as new measurement forms are available, clubs sending measurements to 8.M.Y.A. Registrar should alter forms for boats calculated under amended LY.R.U. Rule (1933). D. McPuerson, Hon. Secretary, enforced. AIP MspEL BY THE QUARTERMASTER. NORTH OF ENGLAND. MANCHESTER MODEL SHIP SOCIETY. (Lancashire and Cheshire.) Y the time these lines appear in print, the Manchester Exhibition ‘will be over, though, at the time of writing, it has only just commenced. The Manchester Society have greatly improved on their display of last year, both in the number of models exhibited, and the quality and finish. A total of almost sixty models have been lent by the members as well as a very fine model made in ivory and gold of a French Frigate, and three marine engines lent by non-members of the Society. The ivory model has given most of the members something to strive after, the builder having gone to infinite pains to make all the rigging do its allotted duty, apart from the fact that every splice is made in the correct manner. Indeed, there is one part, only ths of an inch in length, which contains an eye splice and a “ turk’s head.” ‘The Society’s prizes have been won by Mr. C. L. Hewarth and Mr. J. Rogers, the former with an excellent waterline model of the M.V. ‘‘ Asturias,” and the latter with a small representative model clipper, as the best example of work done in the Junior section during the year. An interesting addition to the models on view is the Society’s collection of blue-prints, all of which have been prepared by their own draughtsmen from information that is believed to be absolutely reliable. The following prints are now ready, and this list is to be supplemented in the near future by others, including those of the Manchester Ship Canal Tug ‘“ Eastham,” details of which are to form the basis of an article in this magazine during the next few months : Hull Steam Trawler—‘ Lord Grey “—by permission of the builders, Messrs. Cochrane & Sons— 3 prints, price 15s. The Top-sail Schooner—‘* My Lady ”—by permission of the late owner, Mr. Westcott, of Plymouth—2 prints, 10s. A Stuart Royal Yacht—as described in this magazine by Mr. W. Salisbury—2 prints, 7s. 6d. (or 4s. each), Any of the above sets of blue-prints can be obtained from either the Editor of MARINE MODELS or from the Society direct. Hon. Secretary: H. Griffiths, Moorlands, 27, Park Avenue, Sale. HOBBIES AND MODELS EXHIBITION, CITY HALL, DEANSGATE, MANCHESTER. This year’s Exhibition which is the third of its kind held in Manchester, was open from January 15th to 27th. Some of the exhibits are referred to 287 in the report of the Model Ship Society (Lancashire and Cheshire) which immediately precedes this paragraph. It may, however, be of interest to detail the awards as far as marine exhibits are concerned. The Judges awarded the Exhibition Challenge Cup to a model Life-boat exhibited by Mr. W. Chas. Adams of Southport. Certificates of Merit were awarded to the following:— Ivory Model (18th Century) French Frigate by W. 8. Gofton, Scarborough; Model Coasting Schooner by Wm. N. Long, Stretford; Model 4-masted Barque by H. Owen, Wallasey. This model barque is the same as we illustrated in the last issue’ of MARINE MODELS. BURNLEY. countries—notably France, Belgium, foreign Germany, Switzerland. The Society has already members in Egypt, Finland and the Falkland Islands. Owing to unforseen circumstances it was not possible to get the Balance Sheet audited in time for the meeting, and the Treasurer was therefore unable to make any precise statement concerning the finances of the Society. But it was sufficiently obvious that great difficulty was being experienced in making the Society pay its way at the present scale of subscriptions. A recommendation of the Committee that these should be raised was therefore presented, and unanimously adopted. The new scale is as follows :— Town Members, 10/-; Country Members, 5/-; Overseas Members, 7/6. There is now no entrance fee. BURNLEY SHIP MODEL AND SOCIETY. YACHTING 5 Se above society held its monthly meeting at the Rendezvous Café, our new meeting place, with which everyone expressed their satisfaction. Full particulars of the Manchester Exhibition were handed to the members. We hope to send a few models to this exhibition just to show we are not idle. As Burnley is an inland town this society finds that most people are interested in yachts or speedboats, and so we try to cater for their needs. To assist the owners of model yachts in their work, Mr. Lewis gave a very interesting lecture on ‘“* The Construction of my All-Steel Yacht.” A vote of thanks was proposed by Mr. Pinnell and seconded by Mr. Hopkins, so winding up a very interesting lecture. This lecture was the first of a series of such lectures which have been arranged by the committee. A number of these lectures take the form of a practical demonstration, and will include a demonstration of putting the ship in the bottle by Mr. Pargiter. Hon. Sec., J. M. Forbes, 64, Park Lane, Ighten Hill, Burnley. LIVERPOOL. THE SHIP MODEL SOCIETY [= Third Annual General Meeting was held on Friday, January 5th, at Reece’s Bank Cafe, Liverpool. A very encouraging report on the past year’s progress was presented by the Secretary, who referred among other matters to a steady increase in membership, thirty new members having been enrolled in 1933. Mention was also made of five new silver cups which had been presented in the course of the year, bringing the total number of He also referred to contacts trophies to nine. which had been made with ship-modelling circles in Another very important question settled at this meeting was the question of new headquarters. Since the unfortunate closure of the Ministerley Cafe in August last, nothing quite so suitable has been found, unti] quite recently, when several members of the committee inspected premises in the centre of the city which seemed to offer all the advantages previously enjoyed. On their recommendation the General Meeting unanimously voted in favour of making a change. The new premises are at 27, Houghton Street, in the HOUGHTON MUSIC GALLERY, opposite Owen Owen’s store. The clubroom is very comfortable—almost luxurious, and we shall be able to display a few models. Most important of all, there is ample accommodation for the library which will be very accessible indeed. On the whole the outlook for 1934 is very promising, and it is expected that the year will be one of consolidation, rather than expansion. No decision has yet been made regarding an exhibition, though in some circles in Liverpool the feeling seems to be that’ the Society should continue this as an annual event. The Society will, however, be represented at the Third Hobbies and Models Exhibition, which is being held in Manchester in January, and will be officially opened on January 15th, by one of the Society’s patrons, namely Commodore Sir Bertram At Fox Hayes, K.C., M.G., D.S.0., R.D., R.N.R. the time of writing an unusually strong collection of models has been got together for this exhibition, including three of the cup winners at the Society’s own exhibition: among these is Mr. Owen’s ** Holkar,’” which was described and illustrated in Incidentally, Mr. Owen has the January issue. taken over the duties of Badging Secretary. The new Chairman is Mr. W. McQ. Mather; Vice-Chairman, Mr. W. M. Carpenter. Otherwise, the officials remain unchanged. Hon. Secretary, A. R. B. Lyman, Wyndham Road, Wallasey, Cheshire. Esq., 8, , 288 A ROYAL YACHT OF 1670. By W. Sa.isBury. NoTES oN RIGGING. EFORE going further I would like to say that as my model is unfinished, and as I had not intended to rig her. I cannot give any hints on the actual rigging. I have been unable to get the spar measurements of the Science Museum model, and my sail-plan cannot be taken as absolutely correct, although it cannot be very far wrong. I will, therefore, give some notes on the spars and rigging which [ took some time ago from the original model. The mast is circular in section, and has two shoulders formed on it to support the rigging. The first is at the head of the Jower shrouds, where the mast is narrowed slightly, and the second at the upper peak halliard block. Here the aft side of the mast continues upwards in a straight line, while the fore side is stepped back to form a shoulder on the fore side of the mast. The mast above this shoulder is round, and continues upwards about 2ft. above the spherical truck, which has in it a fore-and-aft vertical sheave for the upper yard tie. The bowsprit is circular in section, forward of the stem, and square inboard. Its only standing rigging is the gammoning which is a lashing taken round the bowsprit and through a hole bored in the knee of the head above the cheeks ; five small dials on the bowsprit keep the gammoning in place. The end is slightly flattened to take the knee for the jackstaff. The gaff has rather shallow jaws, and is held to the mast by a parral, which is like a necklace of large wooden beads, going round the mast and its ends secured to the gaff. (Continued on page 290). THE OF THE HULL LINES ROYAL YACHT WERE PUBLISHED IN MARINE MODELS, SEPTEMBER, 1933. / (Continued from page 226). 7S 289 SR, _— a \ rh 30 / = t\ Hs AS aN| FlTrs 291 is put through the first hole, then the second loop is put through the second hole and the first loop. The third loop goes through the third hole and the second loop, and so on. The main sheet has a double block at the clew of the sail, and another hooked to a circular traveller on the wooden horse before mentioned. Brails lead from the bolt rope of the sail to blocks on the gaff or mast, and then to the bitts. For clearness I have shown those on the starboard side only, but they are duplicated to port. The head of the topsail is fastened to the upper yard with robands. Its sheets fasten to the clew of the sail with a ‘sheet bend,” lead through the shect block on the yard arm, through a, quarter block near the middle of the yard, and down to deck. The quarter blocks should be stropped to the yard about one foot out from the centre. Bowlines have two legs; which lead through a bull’s-eye spliced in the end of the bowline, which leads through one of two small blocks stropped to the knee on the bowsprit, and direct to the pin ropes are spliced, A small block is prepared whose strop is in two legs, spliced round the ends of this spar. Another block is stropped to the mast just above the forestay. A tackle then starts from the upper block, through that at the head of the foresail, back to the first and down to the deck. The fore sheet is similar to that of the mainsail. The jib is set flying, and its head is extended by a similar tackle to that of the foresail. outhaul, leads through a Its tack, or block stropped to the bowsprit and direct inboard to the pinsail in the bows. The sheets are double, one on each side. Each has a pendant with a block spliced in the end, and the fall leads from the inside of the bulwarks, through the pendant block, back to a cleat. Lastly, some general notes. All flags are laced to their staffs. Halliards were not used. Deadeyes should be thinner at the edges than in the middle, and jib sheet blocks egg shaped. The thickest rope is the forestay, next the shrouds, rail above the windlass. backstay pendant and the smaller forestay. The foresail is spliced to the forestay, and at its head is a short spar round whose ends the bolt ropes were thinner in proportion to the strain they Other took. HOW TO MAKE MODEL SHIP AND STEAMER FITTINGS. (Continued from page 252). I] ET us now consider ship’s boats lifting gear or ~ davits, they are very similar to the anchor davit previously described, but are of course larger, fixed differently and work in pairs. A comparison between Fig. No. 17 (boat davits) and Fig. No. generally the 13 (anchor davit) should be description and made, suggestion for By A. P. Isarp, A.M.I.Mech.E. side and through which the column of the davit passes, serve as guides and supports. Fig. No. 17 shows these fittings (in dotted lines) roughly in their respective positions. It will be appreciated that the davits FIG.18. — mec either. Large liners and big ships very often use the “Welin” type davits, these are quite different and consist of a frame carrying a geared hand winch which operates a counterweighted davit which moves radially in the vertical plane being pivotted eee ee me manufacturing the anchor davit can be applied to at its point of balance. Battleships and other heavy ships carrying large steam pinnaces or heavy motor lifeboats are often designed for use when it is desired that the davit should neither project down the ship’s side or project below decks, they are dear ‘ v7 17 7 ar U4 VEGA. fixed to the deck j5 ‘ ws] equipped with hydraulically operated tackle. Fig. No. 18 illustrates davit sockets, these are FIG.14, i“ 3 Fig. No. 19. Heel Sockets. These are housings for the davit butt ends and are located well down tf. itself; the length of the davit is correspondingly shortened. the ship’s side while Fig. No. 20, side sockets, or plates, placed at about deck level on the ship’s work independently of each other and each revolves in ett FIG.aq, 292 the horizontal plane in any direction, in practice the weight of the lifeboat keeps them parallel while it is being lowered or raised providing both falls, as the blocks and tackle is called, are operated together by the ship’s crew. When the boat is shipped the davits are swung inboard, the falls are slacked away until the boat rests in her chocks or crutches, Fig. No. 21, which are fixed to the ship’s deck. boat will now appear as in Fig. No. 22, this is your matrix or die, very carefully smooth off and varnish all over. Prepare a plaster mould, as previously described, from dentists’ impression paris plaster and when in the soft state press your die into the plaster until the two projecting ends of wood just mark their position; after about an hour when the plaster has set, carefully withdraw your die, it should be mentioned that the matrix or die should be previously painted over with thin oil to prevent sticking to the plaster. You should now have a perfect mould, allow to harden right off and varnish all over. Now make a second matrix boat exactly like the one just made, but smaller all over just by the thickness of the sides of your finished boat, this FIG.2\. Model chocks can easily be carved from hard wood, they should be finished either by bright varnish or white paint. is your inside die. If the model maker is a yachtsman and goes sailing with his sister (or perhaps his friend’s sister) he is advised to use the word ‘‘crutches” to save disappointment and perhaps mutiny when she says *T can’t find any choes anywhere.” oo Ship’s boats are many and various, such as lifeboats, cutters, pinances, longboats, whaleboats, gigs, motor launches, sailing dinghies, steam dinghies, prams, flats, ete. se Meg ) ai| FIG.24. A great number of the larger ships’ boats are constructed now from steel but when of wood are After oiling the mould, press into it plastic wood shaping it round the mould with the finger, take usually carved while the smaller ones are clincher built. For our models, wood will be found to be generally easier and better. into A model of a ship’s boat if not carefully made, can actually spoil what otherwise would be a beautiful steamer or sailing ship, as they catch the eye instantly, great care should be taken in their manufacture. Each boat examined and fitted with should its be minutely thwarts, rowlocks, paddles, painters, ringbolts, fendoffs, boathooks, etc. The model yacht with its pretty little sailing dinghy is a very attractive sight if made well. The usual method of construction is to carve out of the solid wood while the little fittings can be made up from odds and ends, but in the case of a model liner or sailing ship carrying a number of small boats it is important to try and get each exactly alike, this may sound difficult, but try the following suggestion. First very carefully carve out from a piece of hard wood a sample boat, but do not hollow this out, instead take a thin piece of wood, say one-anda-half times as long as the boat and with a width equal to its depth from gunwale to keel, and any suitable thickness. Shape this on its edge to the sheer of your boat and glue it to its top along the centre line, your up your oiled inside die and press this well down the plastic wood until the projecting end pieces (see Fig. 22 at a) coincide with the marks previously made in the mould by the first die, clamp the lot together and allow to remain till plastic wood has set firmly. Gently remove inside die, and then your boat, which should be nearly perfect except for trimming and smoothing all over. ‘s The_moulds and dies can be used over and over again, thus producing as many boats all exactly alike as required. Keels, stems, sternposts, internal ribs, floors, seats, etc., can all be made from thin wood and glued into their respective positions; it may be desired to finish as a canvas covered boat, then stretch fine white silk over a piece of wire which has been previously fixed along the centre line running from fore to aft, glueing the edges along the gunwales. Boats are usually painted white all over with the exception of the rubbing band and top strake, which may be bright varnished; a yacht dinghy, however, should invariably varnished all over. be finished bright Varnish and paint will quite adequately protect your glued parts from water. 293 Figure No. 23 illustrates a very usual form of skylight, they are used for a number of purposes ; such as light and ventilation for cabins, saloons, enginerooms and so forth. Tugs, steam pinnaces and other small craft the engiueroom skylights often have round brass framed lights fitted in place of the rectangular ones as shown in the sketch, all are hinged along the top centre line so that ventilation purposes, they may be this latter use opened for is of great advantage for model power boats as the more ventilation the engineroom and stoke hold can get the better, so long as direct draughts to the furnace are avoided, their construction is straight forward and since they are usually of some hard wood are bright varnished. A carefully selected cigar box provides excellent timber being cedar or mahogany. IMPORTANT NOTICE. DESIGNING AS readers tion COMPETITION No. 3. know, this is a designing competi- for a 6-metre the new LY.R.U. Rule. model (lin. = lft.) to At the request of various readers at home and abroad, we have decided to postpone the closing date for this competition until April Ist, as the time given was insufficient. We are extremely pleased to be able to announce that Mr. Charles E. Nicholson, the world-famous British designer has very kindly consented to act as judge for this competition. As everyone knows, Mr. Nicholson is designing the new “America’s” Cup challenger, and everbody will wish him the best of luck in the “Endeavour” to recover this. We trust that a large and representative entry of designs will be secured from model yachtsmen. Mr. Nicholson’s kind consent to judge this competition marks a great forward step in model FIG. 23. The length of a skylight is about half as long again as its width and the angle of the glass panelling is rather obtuse. The two ends and top centre beam should be half again as thick as the side pieces to which they are rabbeted, pinned and glued, the two glazed panels are hinged to the top centre beam so that they can be opened or shut at will, their frames are made to project just beyond the the main frame to yachting, as it shows the interest taken by worldfamous designers in our sport. We beg to tender our best thanks to Mr. Nicholson for his kindness in this matter. The conditions of this competition were published in our December number, but we have decided that in view of the importance of the occasion, and as Mr. Nicholson is judging the competition, we will give a second prize in addition to the first prize already promised. allow rainwater to run off safely on to the deck and prevent leakage to the inside. ~2=St-== (To be continued.) + the i= Se age (Continued from page 271). ap planking on the inner side of the frames is known as the ceiling, and completely covers the floors and frames. In our ship we shall have iron knees as explained last month. The method or fitting these iron knees will be seen in the accompanying plate, and they are shown as heavy black lines under the beams in the midship section. Instead of a thin ceiling plank coming below the deck beam we have a stout square sectioned piece of timber running the length of the deck to be supported. The iron knees are so shaped to fit over the sides of the shelf and some distance inwards 294. under the beam and down the face of the ceiling. The shelf under the upper deck beams is not so square, but with the top ceiling planks takes an easy curve inwards and upwards to meet the under edge of the beam. As a result the knee is more like an open L. The reason for this difference in the shape of the shelves and supporting knees is that people are more likely to occupy these decks, and the angle formed by the heavy and stronger square Immediately above the shelf and of the same shape we have the waterways. These long pieces are fitted above the beams like the deck planking, and against the inside of the timbers to prevent the water getting from the deck down into the fabric of the frames and hull generally. Before proceeding to the upper deck we must provide for the gun parts. These are marked on the frame timbers from the design. The frames are cut off parallel with the deck in the way of the ports and a piece of wood is let in to form the lower Another piece is let in above to form upper edge of the ports. The frames are the then continued upwards in the normal way. This method of shaping the ports will readily be followed from the view showing the outer construction in the plate opposite. Perhaps I had better give a few notes on these diagrams themselves. They are to the same scale as the lines which were given in December. The one view shows the hull from within and- complete except for a few deck fittings. It should be noted that the decks are shown in section at the crown and the amount of camber given last month must be allowed for as they curve towards the sides. In the lower diagram all ready for planking. I have shown the hull I have only put half the number of cant frames at the fore end as I believe this will give a better idea of the way these timbers are formed and set up. In the hull these spaces will be closed up with filling timbers which are exactly the same as the rest but are put in after the principal frames are in position and. the fairing ribbands are nailed. When a constructional plan is drawn, it is not usual to show the gripe, cutwater and pieces of the head, as they are called, in the profile view. This also gives a better idea of the shape of the stem and the pieces which go to support it. The knuckle timbers are thick and close fitting in the way of the hawse holes, but are pared off elsewhere for lightness. Where bollards project above the deck these must be allowed for and the frame which forms it not cut short at the deck. All of the little but very important details must be thought of and allowed for when setting up the frames. In the same way the deck beams must be placed so that two of them will form the fore and after sides of the hatches. They are placed on either side of the bowsprit and support it laterally. The upper ends are shaped to form a pair of bollards. We may now proceed with the outside planking. The widths of the planks will, of course, vary with timber available, but we might settle on 4} inches sectioned shelf under the lower decks. sill. On either side of the stem we have two square pieces of upright timber known as the knightheads, These are shown as 44 in the constructional key. thick by 9 inches wide. At the turn of the bilges it might be a little thicker. The sides are of normal thickness up to the water line amidships, where the lower edge of the main wale is seen curving upwards towards the ends like the boot-top on a The wale is of much thicker planking and yacht. reaches up to just below the main deck gun ports. The wales are generally painted a different colour to the rest of the topsides. In later Indiamen they were black, while the thinner planks in the way of the ports were yellow and finally white after Trafalgar. In our plate the wales are shown tinted. They should be of uniform thickness and those planks above should graduate from this thickness, say 7 inches, down to the normal 4} inches, until the channel wales are reached where the planks are again thicker but not so thick as the main wales, The channel wales, or chain-wale wales as it would literally be spelt, are flanked by stout lengths of hard wood, probably oak, in the form of rubbing strakes. These strakes are again seen higher up in the main rail and topgallant rail, etc. © Where the rigging is to be set up the channel strakes give place to the channels themselves, which are platforms about three feet wide and having the dead eyes let into the outer edge. The chains which hold the dead eyes in place are made by round iron loops flattened until the sides nearly touch. The lower loop (or link) is fastened in two places by bolts driven into the ship’s side. The middle link connects the lower link with the dead eye binding which is also an iron loop hammered into the necessary shape. However, the shape of the chains may be very easily followed in the view of the finished hull given in the present plate. It will shown in was not universal have been noticed that no windlass is any of the diagrams. The present ship fitted with one as these were not yet in merchantmen. The method of weigh- ing the anchor was to pass a messenger round the capstan and heave in the cable in comparatively short lengths by means of the messenger, which was being continually carried forward and made fast to the cable well forward. Hence the reason for the capstan being double barrelled and well towards the after end of the deck. The cable was made fast on the riding bitts which are shown just abaft the foremast on the main deck. 295 The fashioning of the quarter galleries we shall have to leave until later, when they can be explained more clearly with larger scale diagrams. In any straight, as in the modern ship. Very possibly our Indiaman had a straight ladder, but I have shown it spiral, as this’ is more difficult to make case, they will in no way interfere with the rest of without a diagram, where as the later type needs no the hull as the outer planking is the only timber which ends here. instructions. Perhaps it might be interesting to note that there is a joiners’ rule which says that. So far as the modeller is concerned it would be as well to find the position of the mast step and fasten it down to the keelson. On the full-sized ship this may be left until just before the mast is to be shipped, but in the model we cannot get down into the hold so easily. Our present Indiaman has no rake to her masts except, perhaps, a little when afloat, owing to being trimmed by the stern. The fore and main masts are both stepped into solid blocks of oak on the keelson, or hog in this case. The mizen-mast does not go below the lower deck usually, but is stepped on the lower deck between two beams which are fitterd with fore-and-aft pieces of timber, known as carlings, to support the mast. The decks are similarly strengthened wherever a mast passes through. The same applies to the position of the capstan. A number of planks at the crown of the deck are a little thicker, somewhat like the wales on the sides of the ship. In this case the adjoining planks do not graduate up to this thickness, but the beams have a score in the upper surface and the thicker planking is let down to the level, or rather, I should say, the camber of the rest of the deck. The equivalent of this thick planking is sometimes seen on a racing yacht when it is known as the king plank. The width of the thick planking is governed by the deck fittings, such as the fife rails, skylights, hatches, etc. but may be taken as extending to one plank on each side of the hatchway, which is probably the broadest erection on the middle line of the deck. Provision must be made for the bowsprit, and before the decks are planked the bitt must be set up in position. This is a strong piece of timber fastened between a beam of the upper deck and one of the main deck. It rakes aft to some extent, but the amount is not very important so long as it is nearly square with the designed stive of the bowsprit. A square mortise is cut in the bitt to take the tenon of the bowsprit heel. When preparing for the poop deck it should be noticed that this deck does not follow the sheer of the other decks, but is more level, giving the after end of the hull a slightly hogged appearance. This lack of sheer is not conducive to good looks, but the deck would be so steep if the normal sheer were followed that it would be dangerous. I have followed the original design in drawing the deck plan except that the original does not give the athwartship dimensions of the hatchways or the type of poop ladder used. In the early ships the poop ladder took the form of a spiral staircase winding up from the waist, but later it became for a step to be safe, the tread multiplied by the height should equal 72. That is to say, the tread might be 9 or 8 inches and the height 8 or 9 inches respectively. This is a long way from the building of an old Indiaman, but it had its place in the equipment of the workmen. By making the main hatchway square, the fore and after hatchways more or less fall into the old system of having them athwartships instead of fore-and-aft as we now sec them. (To be continued). CORRESPONDENCE. LIVERPOOL SHIP MODEL EXHIBITION. Dear Sir, I wish to draw your attention to your Special Correspondent’s remarks published,in your December issue in regard to the models exhibited at the Liverpool Ship Model Exhibition wherein he states in his criticism of my model ““NAGINA” that he does not remember ever having seen portholes in way of cargo holds. I would like to point out that the positions of the portholes are quite correct as per plans of this vessel published in THE SHIPBUILDER. He also states that the portholes are too large. On this point I quite admit the error but in defence I would like to state that in building my models I construct them entirely of bits and pieces found about the house and at the time of making this model I was unable to obtain brass rings of the necessary size. My only purchases for this model were the motor, propellor and timber for hull. The total cost of the model in sailing trim was under 12s. I enclose a photo of the model in question which is 40” long and shows the position of the portholes. There are six cargo hatches. Yours sincerely, John Lister. Photograph of Mr. Lister’s model of the SS. “Nagina”’ will be found on page 281. 296 RE cate DEED ND Sorte SHS es UPhan Rate MAKING THE VINES’ FLASH STEAM ENGINE. (Continued from page 273). HE lugs are now roughly sawn to shape and filed up. Small Swiss ward files are the best for this job. The inside of the lugs will be found to be left curved through the drilling out and should be filed off flat. As much metal as possible should be removed. leaving sufficient for strength. This can now be tested for fit and if the dimensions are correct it will bed on the shoulder and top under the crown of the piston. If all is correct the gudgeon pin can be proceeded with. The gudgeon pin is a piece of silver steel finished diameter. ; in. Mount a suitable piece in the chuck leaving about Il}in. projecting. Face up the outer end and then skim down to +; in. exact. A very Slocomb smooth finish is desirable. Take the drill and centre the outer end. Drill out the pin by running a 4-in. drill through. Part off to the correct length. Harden this as previously described and let down to a dark straw colour. The pin should be just a sliding fit in the two lugs. Before making the rings it will be necessary to make a dummy connecting rod. This can be a piece of soft. brass, and does not require to be properly shaped, the only essential being a hole in the end to fit the gudgeon pin. Mount up the piston on this dummy rod and test the fit in the cylinder. It should not be a slack fit, but on the other hand must not bind or it will score the cylinder. Take a piece of close grained cast iron similar to that used for the piston. Leave about 3 in. projecting and mount in the lathe. Face off the Take a fine parting tool and measure off leaving the ring a shade full. Make a groove round the metal. Take the piston and test whether the ring fits it as regards the width. It should be found a little too big. Bring the tool back a shade until the ring just goes into the piston ring groove. This is an easy way of getting the rings a good fit. When the exact width has been found run the parting tool in about jin. The inside of the ring has now to be bored out to size. The size required is the diameter of the bottom of the piston ring groove plus one-third of the width of the slot, plus a small margin for clearance. The diameter of the bottom of the slot will be Z in., to which it will suffice if we add one-half of the width of the slot, which will give the necessary margin for clearance. Bore out the inside and when the necessary depth is reached the ring will fall off. Again test the ring in the groove. It should be just a nice firm fit and go well down into the slot. The sides of the ring must next be polished. ‘Take a sheet of the finest emery cloth and the glass surface plate. Put the emery cloth on the glass and, holding down with several fingers, rub with a circular motion until a fine polish is attained. The ring should now go right into the groove and be slightly below the surface of the piston itself. Roll right round and see that it is free everywhere, but without any slop. our cylinder is 1 in., and if we make our slot 3/64 in. wide, the required diameter will then be 1 1/64 in. Take a piece of wooden dowel rod that will go inside the ring, and put in the vice with one end projecting a little. File a slot dead across the wood to just take the ring. The object of this is to support the ring. Take a warding file and cut the slot at an angle of approximately 45 degrees. File nearly through and it will be found to part, leaving rough edges. These edges are then filed up clean, and if a good job has been made they will simply show as a hairline when closed. have to finish afterwards this is quite near enough. Take a piece of the binding wire or other fine wire and put round the periphery of the ring, outer end and turn up to size for about + in. The size required will depend on the width of the slot which is to be cut in the rings. The diameter required will be the imternal diameter of the cylinder plus an amount equal to one-third of the width of the slot. The internal diameter of This is a rather rough and ready formula, but as we twisting the ends together and closing the slot in the ring. Put a drop of soft solder on the inside of the ring so as to hold the slot together. Be When all is well up to this point the outside of the ring must be turned down. A very sharp tool must be used and a very light cut taken. The ring is, careful that the two sides of the slot exactly butt. Remove the wire, and clean the solder off the two of course, set up firmly on starting to turn. The ring must be turned down sides of the ring. until the A good blob can be left on the just fits cylinder. mandril This In order to finish the ring a mandril has to be Mount in the chuck and turn up a washer } in. thick, with a hole ?in., leaving the outside a trifle bigger than the diameter of the piston. Face off the end of the metal that remains and proceed to make the mandril, which should be 1 in. long. Centre, drill and tap for a screw about }in. diameter. This takes the set screw that clamps the washer on to the end of the mandril. Turn down a spigot on the end to fit the hole through the washer # in. long. This spigot will then be shorter than the hole in the washer. before should tested both ends right into the cylinder. inside to hold the job securely. made from any suitable piece of metal. it the be 7 The ring is now removed from the mandril and the solder melted with the point of the iron. A dummy piston is now made of hard wood, with a groove near the end for the ring. The ring is mounted on this by being carefully sprung into position. It is now lightly lapped with a slight trace of fine grinding paste. After a light lapping in the cylinder, the ring is examined to see whether it is bearing evenly all round. If all is well the surface will show matt everywhere. The second ring is similarly made, and it is as well to make one or two spares while one is on the job. The slot need not be cut in the spares as at some future date an oversize ring may be needed. This sounds very complicated, but with a little practice it will be found that rings can be made quite quickly. We may as well put the piston rings in place next. Now, this is really a sort of knack. The upper groove is close to the top of the piston, and so these must be put on from the top. Put the ring on top of the piston and lift one end on to the piston by springing it out gently with a finger nail. Sketch of Mandril used in making Piston Rings, (not to scale). A shoulder has then to be turned down on the mandril next to the washer. This provides a groove into which the ring will be clamped. As the ring is 7; in. wide, this groove will have to be 3/64 in. wide. The diameter at this point does not want to be an exact fit for the inside of the ring, but sufficient play must be left for adjustment. As the internal diameter of the ring is now approximately { in., this can be turned down to, say, ? in. Clamp the washer into place on the end of the mandril and skim the washer and mandril down until it is a nice easy fit inside the cylinder. Mount the ring on the mandril, holding in position and setting up the screw lightly. The ring should be held so that it can be adjusted as required. If the ring is the right size it will be found that while the front, where the slot is, and the back are up a trifle from the mandril, the two sides are only just up enough to give sufficient metal to clean up. The ring is put on in a spiral screwing fashion, turning it round and easing it over with the finger nail. When about two-thirds of the ring is over the piston let the end enter the groove and then proceed to work it all into place. This must be done gently and care taken not to distort the ring. When the whole ring has dropped into position in the upper groove it is transferred in similar fashion to the lower groove, starting as before with one end. The upper ring is put on in a similar way. Of course, the slots in the rings must not be in line with each other, as otherwise the steam will blow past. This completes the piston so we will make the connecting rod next. The writer made his connecting rod of tool steel, and it has proved quite satisfactory inuse. Possibly some of the new steel alloys might be found both lighter and stronger, but some of them are very tough to work. As will be seen from the drawing the connecting rod was cut from the solid and milled out to an H-section. Neither the big or little end is bushed. They are a close fit but run freely on their respective bearings. These are highly polished to minimise friction. The two ends are hardened and let down to a straw colour, might be rectified by cutting a little more out of The main shaft, piston and cylinder can now be temporarily assembled to see that everything is in order. the slot. This would entail filing out the inside also. Butin any case the first ring must be regarded more or less as a trial shot. the builder is going to fit a piston valve, as shown in our drawing, or a slide valve. In the latter case If the ring is too small it is hopeless and a fresh start must be made. [ it is a little too big matters The cylinder head will be governed by whether 298 he will have to modify the design accordingly. The piston valve should be the more efficient and we will assume that this is to be used. In case, however, the builder prefers the slide valve I will give an alternative drawing before I close this series of articles. The writer made his cylinder head out of the solid, mild steel being used, but it can equally well be built up and brazed. If the head is being built up, the actual cylinder cover must be made out of a piece of mild steel sheet. This must be of a thickness to finish about din. thick. This is not circular but extends on the after side of the engine to carry the steam chest. It will be obvious that this structure must be very rigid, but this is assured by the reinforcement afforded by the exhaust pipe. The exhaust pipe (No. 21) is made from a piece of rectangular steel. This is left flat on the bottom and when it comes to brazing up this can be held in position by means of a screw through the cylinder head. The top can be nicely rounded off and the exhaust passage drilled out. The idea of rounding off the top is to get rid of superfluous metal, and the top and sides need not be thick as this is really a tube. The actual cylinder cover is spigoted, as will be seen from the drawing, and there is also a recess to clear the nut on top of the piston. The clearance here is very small as a larger clearance wastes steam. The outer casing of the cylinder valve (No. 21) is In order to position carried on the cylinder head. this a recess will be cut in due course in the upper cylinder flange (No. 34). The outer casing of the cylinder valve can be made from the solid or from a piece of heavy gauge tubing, but in the latter case the metal must be thick enough to permit the steam chest (No. 28) to be turned out. After this has been roughed out, holes must be made for the inlet pipe, the oil pipe (No. 29), and the release pipe (No. 30). These three pipes should now be made and screwed into position, using a fine thread. They are going to be brazed as well, but the thread is also advisable. These threads should not be too tight and before screwing into position brazing paste. should be brushed They should, over of course, with be the well cleaned up first, like any other job that is to be brazed. I will detail the actual brazing up in my next article. (T’o be continued). LATE NEWS FROM SCOTLAND. SUGGESTED MODEL YACHT LAKE AT SALTCOATS. So Page to the despatch of the Scottish matter we accompanied the Scottish Secretary to an informal conference at Saltcoats whereat a plan of the new lake suggested for Model Yachting has been discussed. The plan in question produced by the Burgh Surveyor is admirably conceived and capable of producing sailing waters which we have no hesitation in saying would transcend anything we have available in Scotland at present. Apart from the fact that we would prefer a somewhat longer course, the Surveyor being restricted in this respect owing to the natural peculiarities of the location, we found no justification for any criticism of the general layout. Situated at the West Bay adjoining the Bathing Station, the projected site is at present open water. Existing reef and rock formation provides an almost ready-made foundation for the retaining walls to a considerable extent and minimises constructional expense and difficulties. Roughly an_ irregular square in form, the plan as exhibited is designed to give a diagonal course of approximately 530 feet, if our memory is correct, from either of the corners and with the prevailing wind a clear beat out with arun home will be possible at practically all times. Furthermore the waters are open to the winds clean from the Atlantic and very few occasions will arise when a good fresh breeze is absent. We were particularly impressed by the evident farsighted devotion to the ultimate interests and attractiveness of the Burgh displayed by the gentlemen we have conferred with and have no longer any surprise at the strides Saltcoats is making in public estimation as a progressive up- to-date resort. Albeit a shrewd appreciation of the necessity for obtaining the utmost value from any proposition put forward was evident—which is as it should be. If the scheme reaches fruition, we can foresee Saltcoats reaping very material benefits therefrom and anticipate it will become the venue for many important model yachting events. The amenities of the Burgh will be enhanced enormously at a comparatively small cost and we congratulate the citizens on the possession of officials so keenly alive to the developments of the future, as Provost Kennedy and his fellow Councillors with their efficient Surveyor, Mr. Harley. Ns Finally, we are sure that full advantage would be taken of the facilities provided by all our Associated Clubs in arranging for big matches to take place on the new lake, and any assistance we may be able to give to this end will be enthusiastically rendered. Bravo, Saltcoats ! Tue Scortish ComMMopDORE LEAD BETWEEN CENTRES. By YARDSTICK. HE above title is deliberately provocative and misleading since it refers to a theory that is as dead as the dodo. The word “Lead” in this connection is the distance ahead, and the theory referred to is the one that placed the C.E. (Centre of Effort) a definite percentage of L.W.L. length ahead of the C.L.R. (Centre cf Lateral Resistance). Whether the model yachtsman is interested in the theory of design or not, it is essential for him to understand the centres of his boat and how their positions directly affect her performance under sail. Else | ow can he expect to be able to set his mast in the Less position and most suitable rake, or even trim his sails advantageously ? The force of the wind on the sails is considered to be concentrated in a spot known as the C.E. This is the centre of gravity of the pane of the sails as shown in the sailplan. If our sails were cut from sheet metal and fixed firmly exactly at right angles to the wind, this would not be so far out. But when one considers that sails belly to a greater or less extent in accordance with the force of the wind and way they are trimmed, and that their angle is scarcely ever a right angle to the wind, one begins to see flaws in this thesis. Again, if one marked the C.E. as shown by the sailplan on the sail with a cross, its fore-and-aft position would vary visibly with the trim of the sheets. First, however, let us examine the general idea of the C.E. Now we have most of us seen a leaf fall from a tree on a windless day. It does not fall edgewise, but zigzags gently to earth. What actually occurs is this. Let us assume the leaf has two edges—the right hand and the left hand—and that it starts its career to earth R.H. edge first. The extreme edge meets undisturbed air whilst the rest of the leaf meets air already disturbed by the passage of the edge. The edge accordingly meets most resistance. Pressure develops at the leading edge, and the nearer to the edge the greater the pressure and conversely. Now the lead ng edge of our leaf is the R.H. edge, and with the pressure gradually increasing under it, this R.H. edge begins to lift. As it lifts, the downward dive of the leaf is arrested and its course flattens out. The leaf then gets horizontal and loses way. When the momentum is spent the back edge (L.H.) drops. The leaf then commences to dive down again but this time the L.H. edge has become the leading edge. The process is repeated until the leaf eventually lands on the ground. We, therefore, see that the pressure is not even all over, but moves towards the leading edge. This is known as the “shift cf the centre of pressure towards the leading edge.” Now, when a yacht sails close-hauled to windward exactly the same thing occurs. The C.W.P. (Ccntre of Wind Pressure) is not at the so-called C.E. at all, but has moved forward towards the leading edge of the sail, and the faster the boat travels the further forward is the C.W.P., until the optimum position is reached. There was an old saw that “a foot in the luff is worth two in the leach.” This is correct, except for the fact that the proportionate value of the luff (or leading edge) is really higher. One can now see why the Bermuda sail with a high aspect (height-width) ratio is efficient to windward, but the matter by no means ends there. The sail takes a curve when it is full of wind. Thus the boom is at one angle to the wind, whilst half-way up the sail is at a different angle. If the boom is permitted to rise too much, the sail half-way up is at such an angle that if the foot is correctly trimmed, the bunt is so-far off as to be inefficient. Thus one has to consider the average angle of the sail, not the angle of the boom. The taller and narrower the sail, the more difficult it is to control the bunt. Hence this in turn puts a limitation on the heightwidth ratio. Further, in order to get the average angle of the sail right, it is necessary to not only keep the boom from rising, but trim it at a closer angle than the average required. Moreover as the sail bellies more in heavy weather than a light wind, the boom can be closer hauled with advantage in a blow, but requires more sheet in light airs. The sail accordingly requires less “flow” (or “ draught”) in heavy weather, which accounts for the instructions so often given to the sailmaker to give a shade of flow in a big suit of sails and cut smaller suits dead flat. When the boat is off the wind, however, conditions are altogether different. Whereas (were it not for the various considerations and_ difficulties referred to above) the ideal aspect ratio closehauled would be about nine to one, height to breadth, off the wind a lower sail is more efficient. Dead before the wind a square sail is actually the most efficient, and at intermediate angles the most efficient sail gets gradually lower and lower as the boat’s angle to the wind increases. It will, therefore, be seen that to get the most efficient sail for all-round purposes becomes a matter of compromise and expediency. Probably the most efficient aspect ratio lies between three to one and four to one. In this connection it must be remembered that not only is there the problem of efficient sheeting, but also the problem of staying the mast satisfactorily. It will further be apparent that the C.W.P. must lie somewhere between the calculated geometrical C.E. and the luff of the foremost sail. Obviously the range of movement in a narrow plan is more confined than in a broad-based sailplan. Further, the C.W.P. being a leas distance 300 longitudinally from the turning centre of the yacht leading edge. will have less tendency to screw her off her course. stronger its pull, and vice-versa. We have, therefore, seen that the actual.C.W.P. is an incalculable spot that moves about, and that all that is possible is to roughly estimate where it will come under any given conditions. Now let us leave the subject of C.W.P. for a moment or two, and consider the C.L.R. The C.L.R. is the centre of gravity of the plane of the underwater profile, and is easily found, but, unfortunately, it is no more reliable than the C.E. In the first place the underwater body is made up of the saucer shaped hull and the flat keel plate. Now, obviously, the flat keel presents greater resistance to sideways motion than the hull. If the underwater shape be considered for a moment as a flat plate held edgewise in a flowing stream of water, it is plain that the faster the waterstream flows the greater resistance will it offer when one tries to push the plate sideways through it. Hence the greater the speed of the boat through the water, the greater is the lateral resistance. But the resistance of the flat keel increases more rapidly than that of the saucer-shaped hull. Thus if the hull had a lateral area of 100 sq. ins. and the keel also 100 sq. ins. their combined C.L.R. would lie half-way between the C.L.R. of the hull and that of the keel according to the approved methods of calculation. Actually as the keel is more value as lateral resistance than the hull, it would have its true Centre of Lateral Pressure (C.L.P.) nearer the C.L.R. of the keel. But when the yacht starts to move the power of the keel increases more rapidly than that of the hull, so the C.L.P. is dragged down further towards the C.L.R. of the keel. As conditions continually vary and are incalculable, it is absolutely impossible to calculate this movement. This, however, is by no means all that happens. In the earlier part of this article I referred to the The steeper the leading edge, the Only one thing is certain and that is the forward movement of the C.L.P. If this is too far forward, for instance, it may be moved back by easing the angle of incidence of the leading edge. It is of course, obvious that the position of the calculated C.L.R. has nothing whatever to do with a boat’s performance, and that the actual position of the C.L.P. is always torward of the calculated C.L.R. One thing that should be remembered is that just as the luff of the sail is its most efficient part so is the leading edge of the keel, and, consequently, a deep narrow fin actually offers more resistance than the same area disposed in a long narrow keel. Further in the narrow keel the movement of the C.L.P. in a fore-and-aft direction cannot be as extensive as in a longer keel. On the other hand the longer keel is obviously steadier and less liable to pivot about its turning point. It is, therefore, evident that a long keel must have a sailplan with a wide base over it, and a short keel a sailplan with a narrow base. We have seen that both the C.W.P. and C.L.P. move forward, and the faster the yacht moves the further do they move. The object is, therefore, to arrange matters so that these two as nearly as possible maintain their relative positions, at all events whilst close hauled. When the vessel is off the wind it is an advantage for the C.W.P. to move farther forward in relation to the C.L.P. as obviously this will facilitate steering. It is also clear why a vessel running requires less helm when carrying a spinnaker. The C.E. and C.L.R. have been proved to be centres that merely exist on paper, and that the actual centres are the C.W.P. and the C.L.P. which are ‘incalculable and move about constantly. It therefore follows that any given proportion of lead shift of pressure towards the leading edge and cited between the instance of a leaf falling from a tree. Now if the reader has ever dropped a plate overboard from a yacht in clear water and watched its descent to the depths, he will have noticed that, like the leaf, this zigzags down from side to side. Exactly the same thing is happening to the plate in water as happened to the leaf in the air, and the same shift of the centre of pressure toward the leading edge is manifest. and the C.L.P. are most important, and so is their position in relation to the Centre of Buoyancy of the yacht. Hence we have to experiment with mast position and rake until we find the position in which our craft gives us of her best. It is. therefore, manifest that the C.L.P. is dragged down from the position of the calculated C.L.R. towards the keel and simultaneously pulled forward towards the leading edge. The actual C.L.P. thus moves about in accordance with the speed of the boat and the conditions under which she is sailing. One other point that should have been mentioned is that the angle of incidence of the leading edge has a great effect on the shift of pressure towards the these centres is non-existant and mis- leading. Nevertheless, the relative positions of the C.W.P. 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. THE POSITION OF THE C.B. Dear Sir, May I congratulate you upon the increasing excellence of MARINE MODELS, which I find very enlightening. Being interested in racing models [am hoping that one of your contributors on design may touch upon a query which, so far as I have read, has not been remarked upon ; namely, should not the topsides and overhangs provide that the C.B. moves forward somewhat when the yacht heels to the wind. My reasons for this are: Firstly, the wind, when heeling any sailing craft, causes a downward pressure acting at the C.E. OO Secondly, in most designs the C.E. is placed forward of C.B., and it is generally found necessary where L is weight of lead in water; L.M. distance from C.G. of lead to metacentre in inches ; M.C.E. distance from metacentre to C.E. in inches. The factor 2 relates to 45° of heel from vertical, and is increased for smaller angles of heel. By way of illustration take a yacht having 40 lbs. lead; C.G. of lead to metacentre, 10 in. ; metacentre to C.E., 30in.; angle of heel 45°. 40 lbs. lead in water becomes 36-46 lbs., therefore : 36-46 x 7×30. 10 ~ 6 lbs. depression at C.E. In view of this downward pressure acting considerably forward of C.B., it would appear that some boring must result unless the forward topsides and overhang put more displacement into the water than the after topsides and overhang. to shift one’s mast forward of its designed position before a true sailing balance is found. This, and the boom going to forward. leeward, sends C.E. Yours faithfully, * SAILOR.” still further We asked our well-known contributor ‘K’ to reply to ‘‘Sailor’s’’ letter and invite further correspondence on the points raised.—Ed., M.M. DEPRESSION FROM SAILS. Sir, * Sailor ” should have regarded the whole weight of the boat, equipment, spars, etc., acting down- wards through the centre of gravity, as the couple which keeps the sails upin place. He need not have allowed for the lead being immersed in water. It is part of the internal equipment of the boat’s underbody, the. shape of which determines the » position of the metacentre, regardless of what is carried inside it. His estimate of 6 lbs. for the depressing effect at 45° heel in a model carrying 40 lbs. of lead—let us say a 50-pounder—is not.very wide of the mark, however. Let us assume it to be correct and the following is the state of affairs, as the amount of depression increases rapidly with the angle of heel. The downward pressure at C.E. may be calculated on the formula L x LM. M.C.E. = 2 = lbs. For heels of 0°, 15°, 30°, 45° and 60° “* Sailor’s ” model would be depressed by Olbs., 1-5, 3-5, 6, 103 lbs. respectively. These are rough and ready figures, of course. 302 CAR It so happens that I have a photo of a 50-pound A-class model taken in still water at the weather end of a pond on the weather bow when she is heeled 45° closehauled in a gale of wind under reduced canvas. Her boot-top shows no more than quite a suspicion of a nose-dive. It can be fairly said that she is practically level fore and aft. The explanation, probably, is that models extraordinarily stiff against any fore would also places on all possess Saturday, point out the difficulty of getting to these Sunday for the times fixed; we don’t a car, nor can we all afford to travel on stay overnigut, and come back late on Sunday, even if we wish to. I trust it is not too late for these fixtures to be altered to Saturdays. are Yours faithfully, T. SPENDLOVE, Commodore, Derby M.Y.C. and aft heeling against a beam which is probably longer than the load waterline, say, 50 to 55 inches. Models nose-dive momentarily when gathering way, as a puff strikes them whilst at rest. They sometimes show the tops of their rudders, etc., but STAYING THE MASTS OF SQUARE RIGGED a second or two later, after they have gathered their full way, they are on a level fore and aft Sir, keel. if of normal design. ** Sailor’s ” question raises an interesting point, however. Should our shoulders and _ forward overhangs be fitted out more than they are ? It is very rarely, indeed, that one sees a model with bows too full—many, many are too weak in the shoulders. I can recall two only that were evidently abnormally full forward, and they sailed surprisingly well in a very fussy fashion, however. A heel of 45° is not much good for racing with. 30° is ample—sail can be shortened with advantage, and the effect of the depressing force, then about 7 per cent. of the displacement, seems to be hardly worth bothering about in view of the length of the model. Precise analysis where the C.E. is impossible is. It has until been we found, know experi- mentally, to be nowhere near the geometrical C.F. Somewhere near the mast I have often thought. On general grounds only I would suggest that no special allowance forward need be made, as the scow effect of the bow riding over the water must tend to neutralise the depression when visual observation shows the sinkage of the bow to be so minute as to be practically non-existent in normal craft. ~ K.* THE M.Y.A. FIXTURE LIST. Dear Sir, In the M.Y.A. fixtures for 1934, as published in this month’s MARINE MODELS, I notice that the National 10-rater Championship is fixed for June 10, also the National 36-in. Restricted Class Championship fixed for September 16. dates are Sundays. Both these As a member of the model yachting fraternity 1 wish to raise a protest against National Championships beings sailed on Sundays. ] know that some individual clubs allow sailing and have races on Sunday, but if these two fixtures stand it means that the committee responsible are going to force all yachtsmen who wish to enter these events to sail on Sundays. Iam not a kill-joy or spoil-sport, but I think we have plenty of time for our sports without encroaching on Sundays. I MEN-O’-WAR. Might I invite the attention of your readers to the illustration of a frigate on page 261 of your January issue. There are models and models, and this is an excellent example as regards the proportions of the spars. Allowance must be made for its age of over 100 years, as certain stays have stretched and the masts are not now properly raked nor srartly stayed. At anchor the jibboom was sprung downwards a little, and the flying jibboom a little more still. giving the bowsprit as a whole a curved appearance. The rake of the lower masts differed. This is pre-Napoleonic. The foremast had a slight rake forward, the mainmast a slight rake aft, and the mizen-mast a pronounced rake aft. The topmasts were sprung forward, the mizen topmast stay has not stretched in the model, and the slight bend in the spar is still correct after 100 years. The mizen top-gallant mast is nearly correct. The main topmast stays have stretched, and the topmast leans aft, taking the main topgallant mast with it. The foremast is sprung about rightly, except that the forward rake was a little more pronounced.° The weight of the yards was partly t.ken by the lifts, which cocked the end of the yards up a little when everything was well “set-up.” These remarks are only made to attract attention to a common failing among modern modellers. A study of old prints and—better still—photos of ships of a later age at anchor, in the early days of photography, in various museums is well worth while. The variation of the individual rakes of a threemasted ship is to be seen to-day in H.M. Yacht “Victoria and Albert,” although her masts have a very pronounced rake aft, being more modern. The springing of the spars of H.M.S. “Victory” as vigged to-day by private subscription is, however, not at all a good example of setting up the rigging. It is, even now, to be seen in the topmasts of Thames barges and bawleys—although it is greatly exaggerated in many instances—a relic of an old-time fashion. * EIGHTY-NINER.” Printed and Published for the Proprietor by H. G. STONE & GCo., (Printers), [itd., Town Green, Wymondham, Norfolk. MODEL YACHT SAILS” ‘ ‘ a speciality. f | Carefully designed and adjusted. FOUR-MASTED Of the BEST UNION SILK. Reasonable in Price. W. SHIP DRAWINGS } “BUTESHIRETM (1888) Correct Fit. CAINS, Scale tin. = Ift. Sailmaker, q BARQUE Drawn 7, KING’S ROAD, GOSPORT, HANTS. | by G. W. MUNRO. Two sheets 43in. SALES AND WANTS. 26in. Profile. lines and deck plan 7/6 Sail plan 7/6 or 12/6 the two, post free. TRADE ADVERTISEMENTS INSERTED IN THIS ARE NOT Probably the finest set of drawings ever COLUMN. prepared for the Ship Modeller. Advertisements are inserted in this column at the rate of One Penny per word; minimum charge for advertisement Eighteen Pence. Single letters or figures are charged as words and @ compound word as two words, The advertiser’s name and address are charged for. Only obtainable from MARINE MODELS, Golden House, Gt. Pulteney Street, A charge of 6d, extra to cover postages is made for ‘Box”’ Replies, care of these offices, The following words must appear at the end of advertisement; ‘“Box—, ‘‘Model achtsman”’ Offices, for which usual rate per word will be charged. (Advertisers need not include our full address). When replying to a “Box No.’’ Advt., address your envelope: Advertiser, Box——, ‘Marine Models,” Golden House, Gt, Pulteney St., London, W.1, London, W.1. y Pm | Advertisments for these columns must be accom- panied byaremittance, eit/i¢er by Postal Order or stamps, and addressed to the Advertisement Manager, “Marine Models,” Golden House, Gt. Pulteney Street, London, W.1. Announcements must reach these offices not later than the 10th of the month preceding the month of issue, Inadvert- Model Yachting Association ising Boate for Sale or Wanted advertisers should state where possible, ‘‘Olass of Boat.” These will be olassifle under their separate headings; wnolassed Models, and articles other than Boats, under Miseellaneous. Affiliated Individual Clubs, Members and others whom it may concern, are requested FOR SALE. 36-INCH RESTRICTED CLASS, “Nancy IV.”’ Daniels design. to note that Mr. C. N. Forge Second National Champion- has Bread-and-butter, 3 suits sails, 3 masts, travelling cases. Recently overhauled. Offers. Jones, 11, Haldane Avenue, Birkenhead ship. 1933. of to Miss post All should, as heretofore, be sent to the 26, Warren Rd., Wanstead, Full particulars on Paine, the Hon. Treasurer, J. Cooper, Above all in first-class order, being property of late Cuthbert G. Paine. from Secretary. subscriptions 6-METRES (1 2/3rds), 36-INCH RESTRICTED CLASS and 45-INCH l.o.a. SCHOONER. application retired Hon. E.11, but all other communi- ‘‘ Fairways, ’’ cations Harbour Hill Road, Poole. should be sent the Hon. Secretary: WANTED. A. LITTLEJOHN, SECOND-HAND 10-RATER MODEL YACHT 124, FitzNeal Street, in good order, also 36-INCH RESTRICTED London, W.12 CLASS YACHT. Full particulars to Secretary, Bedford Bedford. “e8 M.Y.C., 11, St. Andrew’s Road, A .. In replying to Advertisers, please mention MARINE MODELS. to ry) fe | Fs: GET THAT =< 100%, EFFICIE FF OUCH| in Brass, Nickel, Chrome, | Gun-metal and Light, Strong and well designed. very ) a reasonable Prices. Ct py Pe Send | Bronze finish. To order only, and at stamp for revised w. H. BAUER, List to 10, CELBRIDGE MEWS, PORCHESTER ROAD, LONDON, W.2. F ‘BIPOD & STEEL MASTS} [ * .S20¥ #208. 0 | Sectional Metals, Rods, Tubes, Etc. All experience is valuable. BRASS Boats which have been fitted with Bipod Masts = ® 2d. 2d. 3d, ness per ft. in. 8/16 x 1/8 x 1/16 2d. 9/64 x 7/4 x 1/82 2d. V8 x 1/8 x 1/82 V8 x 8/82 x 1/92 2d. 2d. 1/8 x 7/64 x 1/32 Bd. V8 x W/8 x 1/82 2d. . = Special Pine Chests for Materials 6 Drawers. TEx4x% Price 2.9. 12 Drawers. 6d. Postage. Price 4/3. 12 Drawers, 124 x 44x 58 Price 5/-. 9d. Postage. for 10x 4 x 32 9d. Postage. We are able to quote you for any type of Yacht or Boat Hull to your specification. 25 /- each, plus carriage. rew 3/16 x 18 x 1/32 2d. 2d. 2d. 86 x 3/16 x 116 «= Shd. 5/32 x 6/32 x 1/16 VS x18 x 1/16 ° I also fit the masts with screw eyes, sweated in, (for jackline and three positions for gooseneck, etc., x 1/32 Thick- Price Width Height in. in. Send for Prices and Samples. stock of the 17/6 each, plus carriage. also =x 1/8 METAL. Have you tried our Silver Solder in wire ferm ? We have manufactured Silver Solder since 1840. 5acta Mates alae niet ak jibs), 14 Tee I now make these masts with sliding gear, thus allowing the best position to be quickly found. a ness per ft. in. J 5/16 x 1/8 x 1/82 2d. T mainsail fitted on the centre wire. still carry Thick- Price Channel 1/4 x 3/82 x 1/82 13/64 x 9/64 x 1/82 greater efficiency imparted to the I Width Height in. in. | have had their whole sail plan moved forward. This proves the SECTIONAL Copper Pins for Decking, 5d. oz, White Metal Sail Eyelets, 1.- per 100. 9d. 50. Special Eyelat Pliers, 2/6 per pair. ar Saileloth. special fine Cloth, White or Cream, 20 inches wide. OUR 2/- per yard. NEW LIST COMPLETE SHIPS’ FITTINGS this Booklet. Greenbank Garage, is now ready. Chester Road NORTHWICH, Cheshire y . You should have 18—20, Clerkenwell Road, London, E.C.1 ESTABLISHED 1822 “There is hardly anything in the world that some man cannot make a little worse and sell a little cheaper; and the people who consider price only are this man’s lawful prey.”— RUSKIN. “Ts CHARLES Why be content with second-rate Sails ‘D) LOW. N SAIL & SON, SPECIALISTS, Your Boat is worthy of the Best. Ullswater Rd., London, S.E.27 S STEEL MASTS FITTINGS SPARS ACCESSORIES TO ORDER ONLY In replying to Advertisers, please mention MARINE: ‘MODELS.