Marine Models: Volume 6, Number 12 – March 1934

nhwil — VOL. G, NO. 12. ieee. MARCH, 19834 re+3 Py ; tae ata Fittings… : 2 M.Y.A. General Meeting Model Ship and Steamer foe News of the Little Ships Our Scottish Page = Our Ship Model Clubs ae The Vines’ Steam Engine : sa otal Set Sts \g ee) ii . : Re 2 Design, ‘Iris’? (Marblehead 50-800) Br eas Do we need an Intermediate Class ? Readers’ Models East Indiamen Confessions (A Poaching Episode)… Se Progress and Lightning Y Correspondence Editorial »2 t POTETUCURERETCH CERICCRE CERES \ j | SEEN a ercpames YI) A Sy1)1)29* er MARINE MODELS, GOLDEN HOUSE, GT. PULTENEY STREET. Se A) LONDON, W.1. A | iy ee WATERPROOF, SAILOLOTE: SAILS TO ORDER UNSHRINKABLE, UNSTRETCHABLE Very BY MADE FAR light THE and MOST strong. 6 NO BATTENS REQUIRED Suitable EFFECTIVE Si for MATERIAL all sizes. EVER INVENTED. Since its introduction in January, 1933, it has come into use all over British Isles, India, Australia, U.S.A.and Norway Excellent testimonials from Sam Berge, Norway, MODEL L to RACING order or YACHTS from Geo. Baron, U.S.A., Ww. stock. G. TREFRIW, and others. PERKS CAERNAVONSHIRE iG 3 | Phone: 10 Northwich. IF YOU ARE INTERESTED IN MODEL RACING YACHTS MODEL CRUISING YACHTS MINIATURE SHIP MODELS MODEL MARINE ENGINES etc., etc., be pleased when you pay a ANDREW NEW Greenbank visit to J. BARK’S SHOW ROOMS Garage, Chester Road, NORTHWICH Nessctuaemen you will AWARDED DIPLOMA HOBBIES & MODELS EXHIBITION, MANCHESTER, 1934 a Hae “iloo saci eS A-CLASS MODEL ‘“‘Corsair.’? planked. Two suits Sails and = MODEL YACHT «qSAILS Mahogany a speciality. Spinnaker. : Completely re-fitted. Chromium small fittings. In perfect condition. pea A-CLASS ‘‘Miss Price £8. Apply :— 409, Preston Road, St. Helens, Bedford III.’’ Of the BEST UNION SILK. Rensdtridble in. Prloe Condition as new. Chromium £10 10s. Od. oroffer. Also @ WW. two 36-inch ‘‘Babette II’ design, new, Chromium £3 3s. Od. each. Green, 131, Dudley St., Bedford. . Carefully designed and adjusted. Caress BtL CAINS Sail ailmaker, 7; KING’S ROAD, 3 GOSPORT, In replying to Advertisers, please mention MARINE MODELS. HANTS, ) } ye L\\\\ & Gitez i Le;ZoMLDeae WSS seeseeese ee nenesens INN) i ATING THE MARINE MODEL MODEL YACHTSMAN MAGAZINE MARCH, 1934 Published on the Vol. 6, No. 12. AND Seventh of each Month. THE MODEL YACHTING ASSOCIATION’S ANNUAL GENERAL MEETING. HE Association Meeting at held Anderton’s its Annual Hotel, General Fleet Street, London, on January 27th, with Mr. A. J. Hugo in the chair. There was an unusually large gathering of model yachtsmen from all parts of the country. After the usual formalities had been conducted, the Chairman reviewed the year’s work and suggested that there was amply evidence of progress on all sides. He was followed by the Treasurer who made his report and laid a statement of accounts before the Meeting, which included besides the general accounts, the Fleetwood Regatta Fund and Chicago Fund. In general the state of affairs disclosed was very satisfactory as the General Accounts showed a balance of £29 13s. 1ld., the Fleetwood Regatta Fund £65 6s 8d. and the Chicago Fund £12 4s. 8d. The Treasurer pointed out that certain of the funds were invested in the name of one the Trustees which might lead to difficulty. Mr. Howard moved that all funds of the M.Y.A. be placed in the hands of the Hon. Treasurer. This was seconded and carried. The accounts were then passed by the Meeting. In connection with the retirement of the Hon. Secretary, Mr. C. N. Forge, the Chairman com- mented on the long and faithful service rendered by this gentlemen during his twelve years in office since the re-organisation of the Association in 1922. Unfortunately there was no option but to accept his resignation. Everyone would, however, agree that the present position of the Association was mainly due to Mr. Forge’s efforts. Nobody would begrudge him a rest, but if his successor wished to emulate him, he would have to do well. Mr. Forge returned thanks to the Chairmau for his remarks, and explained that his sole reason for retirement was the increasing amount of work entailed which he could not undertake as his own business demanded his attention. He was not severing his connection with the Association, but hoped to attend meetings and would always be ready to give his successor a hand if required. He was then universally elected a Vice-President of the Association. This was accompanied by the proposal that in future Vice-Presidents shall not be subject to annual re-election. This was pro- posed by the Chairman and carried unanimously. Mr. Forge then proposed that the Chairman, Mr. Hugo, be also eleted a Vice-President. was carried unanimously. Lt.-Col. Jan Dennistoun, who was which present at the Meeting, was then asked to become a Patron. The tea interval was then announced. During this all interested were invited to view an excellent film taken by Mr. G. Howard Nash of the 1933 Fleetwood Regatta. Mr. Nash should feel gratified that the Meeting subsequently decided to order a copy to be used for propaganda purposes. It is understood that one of the affiliated clubs, the Y.M.6-m.0.A., is also taking a copy. The Election of Officers and Council was then proceeded with. The existing Vice-Presidents were formally confirmed as coming under terms as Messrs. Forge and Hugo. the same 30/4 The Chairman, Vice-Chairman and_ Hon. ‘Treasurer were re-elected. Alderman Lapthorne, having retired, and Mr. E. E. Marshall signifying that he did not wish to stand for re-election, Mr. J. E. Simmonds and Mr. Wm. M. Carpenter were elected. There were two nominations for the office of Hon. Secretary, but Mr. A. J. Child withdrew, and Mr. A. Littlejohn was accordingly declared to be elected. The following were elected to the Council :— Messrs. C. H. Adams, W. R. Bayliss, F. T. Clements. W. J. Daniels, J. G. Feltwell, R. S. Momber, G. W. Munro, J. A. Stewart, D. McPherson, Col. Sparrow, J. Vincent-Hill and F. Webster. The District Measurers were re-elected, subject to their agreement. The Registrar of Yachts remains with the new Secretary for the present. By a resolution moved the clause preventing by Mr. revision of A. Constitution and Sailing Rules before rescinded. Littlejohn the M.Y.A. 1935 was This had become necessary owing to the need to reprint the Rules and the fact that certain alterations are considered advisable. A Committee of six, consisting of the Chairman, Vice-Chairman and Hon. Secretary ex officio, and Messrs. Hood, Andrews and Pike, was appointed to raised, which will be known as the “{Y.M. 6 Cup Regatta Fund.” The expenditure, however, will have to be accounted for to the Association. The Y.M. 6 Committee are as follows :—Messrs. Marsden, Feltwell, Adams and Carpenter, together with the Chairman, Treasurer and Secretary of the M.Y.A. ex officio. The Secretary of the new Committee is Mr. Wm. M. Carpenter. The Meeting then closed with a vote of thanks to the Chair. The above report is from information Rindly furnished by Mr. NAVIGATION CO., ‘ 3. | Accurate IT ime-keeping 1zin. bore x 1iin. strcke bala 44l]b. with 4in. flywheel. Water or Air Cooled. LIVERPOOL, Yachtsmen and other users of stop watches will find the model illustrated here The tmportatce of sth This Engine is fitted with castiron head, rocker supports cast of The in one piece, cylinder is iron with aluminium jacket shrunk on. The crankcase and piston are of inestimable value where accurate’ keeping time- essential. castin Electron metal lightness. for ultra follows The design the latest practice, having car type valve gear, straight push rods, flat head tappets. inclined ports, high compression piston. is The watch, which fitted with centre is a second hand, gives aceurate readings to within a fifth of ® second, Guaranteed for three years, Set of Castings The ‘Standard’ complete with Model. drawing, Postage Set of castings with stampings, finished rings, gears, springs, and all materials, with drawing, Postage 1/8. FINISHED ENGINE Send for Bond’s 1954 Catalogue for full particu’ars, 6d. post free BON D’S Three years’ Guarantee, SEND FORONE THIS MAIL. Other» Models with Fly-back Action, with new magneto type contact breaker & plug, £6/6/O ?3« 25/Guaranteed for three years. 0’ EUSTON ROAD, Ltd., Obtainable direct from 254, EUSTON ROAD, LONDON, N.W.1. Establishef 1887. “Phone Musuem el A. S ARNOLD & CO., 122, St. John Clerkenwell Road, London, E.C. 1. In reply to Advertisers, please mention MARINE MODELS. Street, i J Advertisements ii ‘ BLUE PRINTS OF DESIGNS| on Record Model Yachts. of Success ! The first British and International Championships (A-class) were held in 1923. In eleven years Daniels’ A-Class. **Daphne,” (Marine Models Design)* Half-size with full-size Body Plan, 15/-. boats have been successful seven times, including last year. No other builder can approach this “Courtesy,” by A. W. Littlejohn* ‘**Elusive,’’ by Herbert Almond} Half-size Prints 12/6. record. 6-Metres. Model Yachts built to All designs withdrawn. Designs to the altered rule will be put on sale shortly. Order to any size or Class, 10-Rater. **Evadne,”’ (M.M. Design).* Half-size with full-size Body Plan, 15/-. “Flying Spray,” by A. W. Littlejobn* _ If you want the best yacht, sails, spars or fittings, you must go to Daniels. 36 Restricted Class. Send a stamp for list. “Babette I,” by W. J. Daniels} ‘‘Babette II,” by W. J. Daniels* W. J. DANIELS. Full-size Prints, 10/6 30 Restricted Class. 331, St. John Street, Clerkenwell, London, E.C.1. Phone: Clerkenwell 4708. Half-size Prints, 12/6. *“feonora,” by W. J. Daniels, (New Design)* Full-size Prints, 21/-. “Jenny Wren,” by A. W. Littlejobn* y, Full-size Plans 8/6. 24’ L.O.A. “Tomtit,” by A. W. Littlejobn.| r Norfolk Broads Holidays. y Full-size Plans, 5/6. *Fin-and-Skeg, ‘6 Piyari.”’ (designed by Messrs. Daniels and Tucker). Double Cabin Yacht, 32-ft. overall, very fast and comfortable with attendant. {Full Keel. Cross-Channel Steamer. “sK.”’ Smart privately owned Single Cabin Boat 30-ft overhaul. Sleeps 4 on bunks unattended. “Maid of Rutland.” Arrangement Plan. Very fast. Typical Design with Full-size for 1-metre model. 6/6. Terms Most Reasonable— G 1-Metre Racing Hydroplane. THETFORD, BUNGALOW “Flying Fish.” Hull design by Reg. W. Lance. Half-size. Sections full-size. 4/6. LANE, THORPE ST. ANDREW, NORWICH Petrol Racing Engine. Under 30c.c., Skingley. {BLUE PRINTS FOR SHIP * Flash MODELLERS Mounts Bay (Penzance) Plans of typical boat, Builder’s’ Half-Model. Four Masted Lugger. Profile lines Rigging and Sail plan, GOLDEN HOUSE, GT. e B. Engine. Design twice MARINE MODELS, MODELS, GOLDEN HOUSE, GT. PULTENEY STREET, PULTENEY STREET, D LONDON, W cali J. Above obtainable from the Offices of 7s. 6d., or 12s. 6d., post free. MARINE by ALL DESIGNS POST FREE. Barque ‘* Buteshire” and deck plan, 7s. 6d. Steam For metre Hydroplane. By J. Vines. full-size to show detail. 3/6. taken from authentic Scate lin. = 1ft., 6/6. (1888), drawn by G. W. Munro. for metre Hydroplanes, Full-size design, 3/6. J LONDON, W.1. \. In replying to Advertisers please mention MARINE MODELS. “4 y, 311 towards getting the corporation to build a model yachting lake. A display of a few models in the local branch of Altham’s travel department has been arranged, and it is expected that by this the society will get some publicity. The meeting was drawn to a close by Mr. Whitworth, our pioneer in speed boats, giving a very interesting lecture on, “My experience of model speed boats.”” Mr. Whitworth demonstrated a few of his theories on his new speed boat ‘‘Zip.”’ Mr. Pargator proposed a vote of thanks which was seconded by Mr. Walker, so ending a most enjoyable evening. Hon. Secretary: J. M. Park Lane, Burnley. Forbes, 64, Ighten Hill, particulars of the Society and its activities. These have all been invited to our meetings and a very satisfactory number have either joined or signified their intention of doing so. A very interesting syllabus has been compiled for the remainder of this session, and meetings will be held during the month of March on the Ist, 15th and 29th at headquarters, the Roma Cafe, Corporation Street, Manchester, when all interested will be made very welcome. Owing to pressure of business Mr. H. Griffiths, who has acted as Hon. Secretary since the beginning of last year, has had to resign his position, and his duties have been taken over by Mr. C. Vickars, with Mr. P. H. Jones as Assistant Hon. Secretary. A further change in the executive of the Society, is the taking over of the position of Hon, Librarian MANCHESTER MODEL SHIP SOCIETY. (Lancashire and Cheshire.) The Society has now settled down to the usual winter meetings, after the upset caused by the recent Exhibition. The Exhibition was a great success from the point of view of enquiries from prospective members, a total of seventy-five having asked for further by Mr. W. Salisbury, in order that Mr. G. Russell, who has worked so hard in this capacity since the re-organisation at the beginning of 1933, shall have more time for the publication of the Society’s blue-prints. Mr. Salisbury’s Altrincham, address is, 33 Harcourt Road, and further enquiries regarding the Library should be addressed to him. Hon. Secretary—C. Vickars, 33 Poplar Avenue, Hollins, Oldham. MAKING THE VINES’ FLASH STEAM ENGINE. (Continued from page 298). N the last instalment of this series of articles3I described the making of the component parts of the outer casing of the piston valve. We will now proceed with the brazing up. The bottom of the exhaust pipe is cleaned up, coated with brazing paste and secured in position with the screw. There are now just the cylinder cover and the valve casing, which must be wired up to braze. Great care must be exercised to get the valve casing dead square and lined up properly. Everything is now brazed up. There is a great deal of heat at this point, and though the joints can be started with silver solder, they must be well hardened with plenty of brass wire. Care should also be taken to leave very generous fillets at all joints. With regard to the pipes it is a good plan 312 to turn these backward and forward a little during brazing in order to work the spelter well into the thread. This can be done with pliers, but care must be taken not to disarrange the rest of the job. For this sort of work it is a mistake to use a decent pair of pliers as the heat will ruin them. An old pair of 6d. pliers will answer admirably. The cylinder head has now to be cleaned up. After this it must be put into the lathe, using the four-jaw chuck. There is no great difficulty in boring out the valve chest, but facing up the actual cylinder head may present some difficulty. If the builder’s lathe will not permit his doing this, he will have to file it dead flat and disregard the spigot. It is well worth turning this up if it can be done, as it will admit of making a steamtight joint without any packing. If packing has to be used it alters the designed clearances and impairs the efficiency of the engine. If a packing has to be used a bit of thin fine mesh brass gauze and one of the jointing compounds must be employed. A gasket of the gauze is all that is necessary, and it should be annealed before use by being brought to a dull red and quenched. The cylinder is now temporarily fitted, and the recess in the flange (No. 3) filed out with a halfround file. This must be a good fit. There are seven screws in all holding the cylinder head. These cannot be equally spaced as the two on the after side must be placed either side of the steam passage, and as close as possible to it. If a good job has been made and the head is also rigid, no steam leakage whatever should occur. With regard to these screws, the ordinary commercial ‘screw is not meant to be put to these stresses, and the builder should make his own screws from either rustless steel or motor car spokes. These screws should be a very good fit, which means that a well-matched die and tap, cutting good threads, must be used. About 3 in. or 6 B.A. will be found suitable, or a 7 B.A. will do. It will be noticed that these screws are left long in the drawing. The reason of this is that if the thread happens to get worn later on, a nut can be put underneath the flange. It will also be observed that the holes are not close against the outer wall of the cylinder, but clearance is left to put this nut on should it ever be required. The clearance should only be just sufficient, as if the holes are too far out the construction is weakened. If the threads have been put on the three pipes, they will have to be cleaned up also. If these are protected, during brazing, with a piece of asbestos cord, it will save a lot of trouble. The asbestos cord can be held in position with a piece of the (23). This should, of course, be done whilst the job is in the chuck for boring. Whilst we are on the subject of the steam passage, the process of forming this may as well be described. This will be seen in two views in the plan (No. 23). First put a row of holes. The slot is to be finished 3p in., and if care is exercised a drill nearly up to this size can be used. The slot is then filed right out. It will be noticed that in the side elevation the after end of this slot has an inspection cover. It is actually necessary to carry the slot right out here for the purpose of working the slot out, but this inspection port serves a very useful purpose as it provides the means of seeing the position of the valve for timing purposes. The forward end of the slot will have to be cleared out with small files and a scraper. Care should be taken to keep the contour of the passage regular and smooth to facilitate the passage of the steam. The piston valve liner can be made next. This is shown at No. 24. The material is centrifugally cast-iron stick, and as the widest part is 3 in.. the stick can be 2in. diameter. The stick can be mounted in the four-jaw chuck with about 2}in. projecting. It has then to be turned up to a force fit for the part above the shoulder. This is to be pressed in with the vice, and it must be a really good tight fit, as it has to be steam tight. It may be mentioned that it facilitates pushing the liner in, if the outer casing is warmed up to promote expansion. Turn down the shoulder to size, but the lower part can be left for the present. The two rows of annular holes have to be drilled. The upper row are ¥ in., and the lower din. It is important that the upper row are dead in line, as otherwise the timing will be impaired. These holes must, of course, register exactly with the annular groove in the outer casing. To ensure this mark a circle lightly round the stick, but be careful not to cut deeply into the metal with a sharp V groove, as this would be prone to cause a break. The holes should be evenly spaced round, leaving a clear +; in. of metal between. drill need not go in more than }in. all The The lower row is really a double row of staggered holes, and need not be so exactly spaced. The important thing is to leave a good clear passage. Before removing from the chuck make a mark opposite one of the jaws to enable the work to be put back as near as possible. The next job is to press the liner into the casing. This necessitates the use of a big vice, and if the been drawn to turning worker has not got one of his own, he will have to ask the local garage proprietor or some similar person to permit him the use of one. A vice opening up to about 5in. is required. up the annular grooves round the inside of the outer casing. The larger groove is numbered 28 and the smaller one above it connects with steam passage Having pressed the liner into place, it will have to be remounted in the chuck with the aid of the mark referred to above. Centre, drill and bore binding wire. Attention should have 313 out to yin. It is important to get the bore dead true and, therefore, we must leave the final finishing to be done by lapping after everything else is rod can be made. Duralumin will be found satisfactory for this, but a steel one could be used if completed. It will be noticed that there is a dipper on the bottom of the connecting rod for lubrication Turn up the lower skirt of the liner, but leave a little extra metal to stiffen it, as there is no outer easing. The liner will have been left a trifle long so that there will be a bit projecting at the top of the casing. This must now be faced off. The bottom can now be parted off. The next thing is to make the hole through the liner for the exhaust passage (No. 22). When this is being done care should be exercised, and it will probably be best to put a small drill through first and open up to full size with a rat-tail file. The top cover (No. 25) is turned up to fit being spigoted, and the screws fitted. The screws are partly in the liner and partly in the casing, as shown in the drawing. The reason for leaving finishing the bore until this point is that slight distortion is bound to occur during making. The process of lapping has already been fully explained, but in this case it must be carried on until a very high finish has been obtained. necessary, though it would have to be lightened. purposes (No. 33). trough (No. 34). This scoops up oil from the little The trough is quite simply made from brass tube, which is opened up to form the trough for the dipper. The end is, of course, closed up. The curve follows the sweep of the dipper which just clears the bottom. As will be seen this trough is fixed in position with a screw. It will be seen that there is an oil hole next the screw. It is essential that a constant supply of oil is given at this point. In the writer’s engine this is fed from one of the little oil pumps, which were described some months ago. This completes the engine which can now be been made, it should give the builder every satisfaction. assembled and if a good job has For those who do not slide valve will be found want a racing engine a very suitable and next month I will give a diagram of an alternative slide valve with instructions for building. The piston valve can now be turned up from cast- (To be continued.) iron to the drawing. There is very little to say about this. As has been mentioned, rings can be fitted if desired, but it is a decidely tricky job, only to be recommended to the most expert, on account of the small size. It will be noticed that oil grooves are shown round the skirt. These should be shallow, round-bottomed grooves. It is important that the piston valve is a very good fit. The writer made his a shade on the tight side, and then lapped it down with rouge, the resulting surface being like glass. It should be mentioned that before this piston valve is removed from the lathe it should have been marked off for the gudgeon pin. CORRESPONDENCE. The hole is set out and drilled exactly as was described for the piston. In order to avoid sharp edges the hole can be countersunk by giving a touch with a larger sized drill. : The gudgeon pin is now made of silver steel, hardened and tempered and let down to a straw colour. It should be a trifle short and the ends slightly rounded off and absolutely smooth to avoid damaging the walls. There is no adjustment on the connecting rod, and, therefore, it will be as well to make up a dummy rod first out of a bit of scrap sheet brass, or anything similar. The object of this is to get the centres the right distance apart. In order to check this, it will partly assemble left out. the engine. The be necessary to piston is best By looking through the inspection port the position of the piston valve can be ascertained with reference to the main crank. When the right length has been ascertained the real connecting NATIONAL CHAMPIONSHIPS ON SUNDAYS. Dear Editor, [ note with much concern that quite a few of the National events are to be sailed on a Sunday. This is very unfair to those who still have some respect for Jehovah and His requests. Club events sailed on a Sunday are bad enough, but the big Open Events should be conducted with dignity. I suppose I am asking for trouble, but one thing, please, you Sunday breakers, spare me at least ; the old moth-eaten gag about “kill joys”! As a matter of fact, those who, like the writer, still believe in God and the Sabbath, know more about joy than those who have no use for the Almighty except when they want rain or the stoppage of a war. Yours faithfully, HONOUR FIRST. 314 | ArPeRrox. ag WLI b \ 7 | SN it (| \ \ POSITION iN | OF MAST. | 4) \ Rs ee ° 7 4324 fJ| MW NN ~ -_ O [109876 Poy) | WLB wei4 oe Wii — WLE / || \\ WLI a as ae \gQ WLI WLIO WL3 WL2 Se te Pas i WLS | WLI : WLG6 | | se wi4 WL DIMENSIONS. L.O.A. L.W.L. Beam DRAFT WL3. = AREA ae LEAD KEEL Q ad eee ISPLACEMENT in» Sail plan of “IRIS” appears on page 318. S0-00°” 48:00″ 7°84! 5 OO” be, Boo (Glbs 1302. S9ibs Boz. Pet 315 a) Jl ae a“ | J! APr4 oe eres ase e oe eS eee _—— =z emus IATERLINES sPAcED “IRIS” MARBLEHEAD 50-800 CLASS. 0-75″ uUTTOCKS + 1: QQ” ECTIONS ” 4°30″ MARINE MODELS, Goupen House, Gr. PULTENEY STREET, LONDON, W.!. J al s| fd Deck~ ad af of ilo oh J ch we = 2 as W.L.8 See i io TD ees a oh ~ 59-5 Bow 95x 22. 80-615 33K i9-5 ek ear db Jis $35 78 we CLASS. Mainsait || | 50 – 800 J on actual area, we assume that a spinnaker would be allowed, but if its area exceeded that of the jib, the additional area would be counted. As the area of the mainsail of “ Iris” is 615 sq. ins., her luff and footvare almost equal in length, the boom forming the diagonal of the sail and the leech the base of the measurement triangle. All sides of the sail should be cut with a fair outward bow to spinnaker must not exceed 185 sq. ins. The designer suggests that if this interpretation of the rule is correct, the spinnaker should; be of a very different shape to the jib and have a much shorter luff aud wider foot. The boom should be long enough to keep the whole sail well to windward of the jib, so that the wind from the leech spills into the jib and keeps that also doing a little work. The boom should be very high so that the promote the sail lifting and bellying. The second and third suits of sails for this yacht should be reduced in height but not in width. This boat will require careful handling but should be very sensitive and amenable,when properly tuned up. Full size blue prints of this design are available for American readers at 12/- post free. READERS’ MODELS. E have received from Monsieur M. Gassman of Geneva, the photographs reproduced on this page of his model of the brig “Daring.” This beautiful little model was built from the drawings by Mr. G. W. Munro which we published last year. She was finished in December last and is exact to the drawings. All the blocks were made by hand from boxwood. The guns were made without a Jathe and are complete with breechings and handspikes. M. Gassman says that his work was facilitated by the great clarity aad explicit information contained in Mr. Munro’s articles and the beautiful scale drawings which accompanied them. The builder is to be complimented on an excellent piece of modelling. =~ By GN Munvo. angle on ee Teme rn — I =” AX (Continued from page 295). T= stern and quarter galleries really take the shape of the old oriel windows which are still seen on old Elizabethan and Tudor windows. In fact, the whole idea is based on the domestic architecture of the Tudor period. This heavy timbered moulding and framework is seen in some form or another on every stern, right up to fairly late in the nineteenth century. Of course, it is quite impossible to go deeply into the evolution of sterns on Indiamen right from 1600 up to the advent of iron and steel, but we may take it that the present illustration had many points in common with even the earliest. The stern frames are angulated timbers projecting out and upwards from the transoms, the outer ones taking the shape and tumblehome of the top sides at the after end of the hull. These frames are set up and bound together: by means of the various deck transoms. The quarter galleries made of curved pieces of timber set up on each side of the stern. The shape of these pieces of timber was shown in plan or water line view in the December number. Each gallery is supported from below by knees which are afterwards planked and moulded. The galleries themselves are spaced off with timbers to form window frames in line with those at the stern. On the model the moulded shape of the galleries will most likely be carved from the solid and the ornamentation added later. The main point to bear in mind is that the galleries contained rooms and therefore followed the sheer and camber of the decks. The windows are always nine lights except on one or two ships where they were narrower and only had six. As the galleries were generally fitted up as lavatories I doubt if the glass was transparent. This also applied to the outer windows at the stern. In our Indiaman the stern windows of the galleries have been dispensed with on the upper deck and a panel substituted with some painted carving. The windows below these may or may not have been transparent. It will be The carving is really not elaborate but stands out owing to its colour contrasting with that of the back-ground. The carving on very early ships was alto releivo with beautifully formed caryatids at each side. The caryatic figures were continued for a very long time and still adorned the after side of the quarter pieces long after the alto had given way to basso relievo and finally the simple- inised floral spray. The average local library contains a good selection of books on carving and I should advise a reference to one of these for the period. Our ship will come under the heading of George III, and a glance at the furniture of this period will give a very fair idea of the carving most likely to be found on a ship of the same period. The balustrade under the windows is purely for decoration and, whether done in the sound or not on the prototype, should be half round or mezzo relievo on the model. On very big Indiamen the balustrade is seen on the sides of the galleries as well, but I do not think our ship was intended to have them here as well as across the stern, but the concave roofing over the lower windows might be tiled in scollops probably made of lead. The narrow strip of roof over the upper windows will be finished in the same way. The name of the ship is put on the port side of the counter and the port of register, London, on the starboard. The letters are simple Roman, similar to the type used on this page, and should be about the width of one of the planks on the counter. The taffrail (sometimes with one F) or taffarel as it should be in this case is always decorated more or less heraldically with some sort of badge or shield in the middle and floral, mythological or human supporters filling in the greater part of the space to each side. Merchant ships were not prone to use the accepted idea or strictly marshal achevement as in the Royal Navy, the artist being in no way cramped for style. There are innumerable black and white drawings the top of the early ships but very few coloured ones and three lights coming down and the bottom six going up or remaining a fixture. so we shall have to guess at the stern decoration. Our particular ship was painted black except for noticed that the sashes are made to open, 321 glass is protected by upright bars of brass in the the main deck gun port strakes and possibly in the way of the upper deck ports which were yellow. The stern would, therefore, follow this colour scheme, substituting gold leaf on the carving for the yellow on the sides. The balustrade will also be yellow. The early ships were most likely yellow and a sort of brown but there was a great variety in the colour schemes until the Navy introduced the yellow and black, and later after Trafalgar, white and black. usual way. The break of the poop is exactly the same as in several sailing ships to-day, the “‘ Buteshire ” being a very fairexample. the square rooms The Indiamen were the fittings are The posts on the upper were really ships a few under a. different heading but the skylight must be dealt with here. The early form of skylight below. leads only had the lights in the coaming and not on top. We sometimes see this type on our coastal schooners. ‘The idea is very simple and_ readily understood. The coamings or sides are 12 or 18 inches high and panelled with glass on all four sides. The top is quite flat and made of wood and possibly covered with canvas, and extends a little form a half-round bead. s 3 fs Bell gt‘gal(oa Si) Q /e ¢ os i PY, i sy iL ye exactly like the converted gun ports in our A ladder is down shipped from the The main hatchway will be covered with a fresh air into the tweendecks. At the fore hatch we have’a ladder exactly ‘like the after one. This is for the use of the crew. ran 2G, 3 oan CL STERN— side diagonally wooden grating in fine weather to allow plenty of p LOWER COUNTER in several of for this purpose and starboard ____4,—… “ar poop towards the post side on top of the hatches below which form the lowest step on to the main deck. The LAFRAMD the the English rivers to-day. It is difficult to say just when this idea was introduced but I do not think it was common in the 18th century. The after hatchway will be left open in all but very bad weather as this is the chief route to the main deck side at the after end of the stern and a skylight. The guns and bumkins we shall have to consider sides to deck under windows and were sashed in the later training ships which lie at moorings small guns, a pair of bumkins projecting from each over the This leaves a little foreside and shelters the steering wheel which is set have mentioned the colour scheme poop the only Two up between two pillars under the poop. here so that we may conjure up the whole idea of the stern and quarter galleries. Up on mast. more than half the width of the deck open on the dummy ports gave them the appearance of a 74 I mizen fit in forward of the bulkhead and extend to the break of the poop. painted to look very like 50 gun frigates, and later when their topsides were high a row of gun ship. The bulkhead extends across deck just forward of the ruc’ \ punePe FOST STERN AND QUARTER GALLERIES SHOWING FRAMING. On the forecastle we only have the knightheads, catheads and headsail sheet bollards as shown in the plate last month. The main head rai] was shown as being curved in the plan but I think the majority of these were straight in this type ship until much later in the 19th century. Of course there is bound to be a little curviture especially at the after end where it sweeps upwards to form the knee (or supporter) of the cathead. The figurehead is either a bust or three-quarter length figure representing the name of the ship. These were generally Earls, Lords, Ladies or some general or county notable. Hence we get the “Warren Hastings,’ Countess of Ely,” “ Lady Melville,” ‘‘Pitt,” and “‘ Devonshire.” These figures are painted in full colours and were the pride of the crew. At the after end or break of the forecastle we have a bulkhead entirely closing in the space forward. Generally this bulkhead was formed of timbers equally spaced across the deck, the top end projecting above the forecastle to form bollards. The space in between the timbers was panelled and painted green with possibly a few panes of glass in the top part similar to a front door to-day. The same applies to the bulkhead panelling under the poop. A rectangular space will have been noticed at the middle of the break of the forecastle. This is the belfry. The design is very like that on small The inside of the bulwalks, like the bulkheads, was generally green and we shall have to consider these later with the rigging and guns. Perhaps it would be as well to mention that the port lids on the main deck were painted red on the inside. One correspondent has asked me what the upright lines represent just aft of the fore channels. This really comes under the heading of rigging but I had better explain its use and shape here while we are dealing with the hull. It is a block of wood armoured on the outer edge and having a sheeve leading fore-and-aft like a normal single block. It is called a chesstree and leads the main tack down from the clew of the main course and aft to the horizontal sheeve in the bulwarks which leads the tack in-board. On later ships the chesstrees were dispensed with and the sheeve in the bulwarks was placed at a better angle—say, about 45 degrees. The outer edge of the chesstrees also form a bill board and serve to steady the bill of the anchor lashed along the fore channels. On drawings of some of the very early ships these armoured timbers are very long and not used for chésstrees at all but are skids purely and simply. 1 have not shown any cargo skids in any of the drawings. These were pieces of timber just forward of the accommodation ladder and in the elevation look like rails. In our design it is difficult to say just exactly where they would go, if they ever were fitted, as the gun ports do not leave much space in the way of the main hatch. (To be continued), churches and varies accordingly. “CONFESSION” A POACHING EPISODE. By Epwin J. STEVEN. OULD the rain never come! To swell the river and send it leaping gladly to meet the sea, carrying a message to the hoards of silver sea trout waiting in the bay, waiting on the message, telling them that the river was ready to receive and allow them to reach the spawning beds far up the glen. Many a time during the Jong Winter months I had pictured myself standing on the banks of this river, rod in hand, watching the water just clearing after a flood. I saw myself sending out the line straight and true to lay a fly gently behind yon rock, the sudden boil in the eddy and the electric thrill as the fish took hold4 The gallant fight, before slipping the landing net underneath him, and laying the silver beauty on the grass. But for weeks the Summer’s heat and drought had caused the river to shrink to a mere trickle and the fulfilment of my dreams seemed very far off. Disconsolately I followed what was left of the stream down to the shore where my old friend Archie was loading a cart of gravel to mend the road to his farm. As I approached he paused in his labours to wipe a perspiring brow with his cap. “I’m afraid there will be nae fish for you this holiday unless the rain comes,” he remarked, ‘and it doesn’t look like coming. Aye, and there’s plenty trout in the bay, too,” he continued, “am thinking yell need to go out some night with a net when the Gamekeeper’s’ no about.” His remarks recalled many of my youthful pranks and escapades, 323 the telling of which gave me pleasure, and caused Archie to look at me from the corner of his eyes. ““Well!”’ says he, “ye havna forgotten anyway, but Ill need to finish this load else the guid wife will be giving me her blessings for being late for supper.” So we parted, Archie to his farm and supper and rest after a hard day’s toil, and me tomy supper and thoughts which were quite alien to legitimate angling. At breakfast the following morning the maid announced that when she had gone out to the wood-shed for fuel to start the fire, she had found a sack behind the door, left there by someone very early astir. On investigation I found the sack contained a beautiful splash net complete in every respect. Later on in the day I met Archie and to let him know I understood thanked him for the “sack of potatoes” he’d left in our shed. By this time I knew I had completely fallen from grace and was already scheming ways and means of using that net. During the evening I was watching the fishing boats making for the fishing grounds, and as usual was bemoaning the modern method of propulsion by nasty smelling engines, instead of the good old sails, What a picture these boats used to make in the old days, their brown sails lit by the sun, making a wonderful contrast to the white curling wave at the bow. and the black and white solan geese high overhead. My attention was drawn to the masthead of a boat coming round the headland and making for the bay. The flag seemed familiar, as did the hoist and shape of the mainsail, but I was sure when the blue hull appeared round the point— it was my friend Rodney come to call! To talk of ships and boats and sails, of model yachts and the men who sail them. In the snug little cabin of his yacht, I asked him diffidently if he knew anything about splash nets, thinking he’d read me a homily on observing the laws of the land. and of salmon and salmon trout in particular. To my surprise he assured me that he didn’t. know anything about splash had often heard about it, and would like done. ‘“ Well, you’ll see it done tonight,” I and straightway unfolded my plans. When fell, the dinghy put off from the shore, stowed in the stern sheets hidden by the nets but to see it told him, darkness the net darkness from prying eyes. On reaching the yacht we hoisted the sails, slipped our moorings, and soon disappeared into the velvet darkness. A gentle off-shore breeze made conditions ideal, only the ripple of the water along our counter was heard, with the occasional creak of a rope, or the cry of some sea bird. Down the breeze came the scent of bog myrtle and honeysuckle from the hills, and of sea-wrack from the shore as we slipped along the coast, leaving a trail of phosphorescent fire blinking in the water behind us. Eagerly we scanned the shore line looking for the break in the hills that denoted the glen down which came thesriver. As we came abreast, out came the sounding lead, and eyes and ears were strained for signs of the shore as we tacked inshore, luffing and spilling the wind out of the sails to make sure of not running aground. A hushed voice whispers ** Five fathoms ’’—** Four” —* Three ’’—Let her go—gently! And so as the anchor slips overboard and we come to rest. What a noise those blocks seem to make as we furl the sails and we talk in whispers to one another. Before going below we listen for sounds that might portend the presence of someone unduly interested in our movements, but the sigh of the water along the sand and shingle, and the occasional splash of a leaping fish close in, are the only sounds we hear. And so below at last, for a cup of hot tea and something to eat. An hour to wait for the tide and to disarm the suspicion should anyone be watching—what slaves a bad conscience can make of us. The hands of the clock reach the appointed hour, and we quietly embark in the dinghy and pul! for the river mouth. I slip overside with the mooring rope at one end of the net, and secure it to a large boulder, then back to the dinghy again with a whispered order to pull out in a long curve across the mouth of the river to the other bank. As we move slowly through the water I pay out the net, corks in one hand and the leaded foot in the other. Before we can_ reach the opposite shore a heavy fish strikes the part of the net already submerged and sets up a great splashing. Rodney forgetting in the excitement to keep quiet, starts shouting orders in a voice that must have been heard all over the glen had there been anyone there to hear. Rodney is slightly deaf, and a shout means a whisper to him—a dangerous companion on a poaching expedition like this, but keen and full of enthusiasm. The net continues to disappear overboard as we near the other bank. More and more fish get caught, some parts the corks are submerged altogether with the weight of the fish. Finally reaching the other bank, we moor the end of the net ashore, then row around inside and into the river mouth, splashing the oars and frightening the fish out to deep water and into the meshes. Comes then the task of lifting the net laden with its silver captives, each one carefully removed as it comes inboard. Tonight they are so numerous that it is impossible to disentangle them all, and as yard after yard of net is pulled in, the pile of fish increases almost to alarming proportions, and I begin to wonder how we will dispose of them all. I feel sorry, too, for another reason that the haul is so large, they are such bonny tighters when taken by rod and line and fly. Halt a dozen of them taken that way would have pleased me more than all tonight’s great catch. But the dawn is not far off—we must hurry and get back to the yacht, clear the net, and stow it in Archie’s sack. By the time this is done and we look up from our task, the tips of the hills are 324. covered with gold, and the morning mists look like down lying in the glens and hollows. A_ breeze springs up with the sun and the old “ Triton” heels gently over as she reaches towards her moorings. Later on, visitations to discreet friends, Archie among them, is followed by delectable odours of frying, issuing from many a kitchen, making a happy ending to another holiday adventure. As a general rule we confine ourselves strictly to marine model matters in this magazine. However, this article by Mr. E. J. Steven, the well-known Clyde yachtsman, is so charming that we are glad to have the opportunity of presenting il to our readers.—Editor, MARINE MODELS. PROGRESS AND LIGHTNING. By T. C. Rocurs, (Catcurtra M.Y.C.) ROGRESS is all very well in its way and except to prolong an argement in a comfortable seat in a cosy bar parlour, I really have nothink to say against it but they do not build boats now like they did inthem there days—no sir. Not nohow. The moment a cap full 0° wind comes along half the masts and spars of these here alleged racers are blown over the ‘orizon and t’other ‘alf are broken. Now in my time we built different. You started on a “ull when you wos a boy and kept on shaving bits off of it till your whiskers turned from ginger to white and the more you shaved off the sweeter the craft sailed. Nothing like a bit o’ solid pine to carve out a hull from. And when we put a keel on a craft it was a keel. Any amount on it. Wide and deep: that was the motter. And thin with a nice bulb on the bottom on which to stand the boat. And *undreds and ’undreds of square linches o’ sail. Alf ’Uggins, ‘im what we calls the admiral— maybe you’d call ’im Commodore, but we dont ’old with these fancy names—Alf ’Uggins been at’ sea man and boy for 40 year and ’e says, says ’e, “Wot’s the good o’ a sailing boat if you’re goin’ to skimp on sails? Crowd on the canvas,” says. ’e, ‘and make your spars good and solid to hold em.” And we did. Take the case now of Tubby Parker. He come along to the Club one day and sees us sailing our craft. None o° this chasing round the water. Taint dignified. We trims our craft maybe to beat, or maybe to reach or maybe to run. And then we goes ‘an as a half pint and comes back again and there they are the little beauties just making the flags, considerate like. Tubby says as ’ow ’e’s goin’ to build a model that will knock the whole bilin fleet. And that starts and argement that we continues in the bar o’ the Three Bishop’s and wot costs Tubby twenty bob the nex’ mornin’. Tubby never did have the nouce to sheer off when a cop comes along. But there’s one thing about Tubby an’ when he makes up *is mind about a think he does go ahead an’ does it. Maybe a month later I sees Tubby. *‘* How goes the boat ?”’ says I. ‘Goin’ fine,” says Tubby. * An’ what she maybe lacks in centres o’ boyancy and that truck she’s goin’ to make up for in centres o’ effort, I got six o’ them centres o’ effort on that there boat that’s abuilding. Six on ’em, and the hull’s bein’ made o’ teak, and I’m aputtin’ on three thousand hinches o’ sail with masts an’ spars wot no gale will ever split.” An’ one day a ‘orse drawn cart comes alongside the pub where we stows our craft and there’s Tubby sittin’ beside the driver and a whale of a boat taking up all the space in the cart. Well, we crowds round and lends a ‘and to rig this here model racer wot weighs about a ton ’an a_ half, and built real solid like with a beautiful figurehead, a mermaid or something, and we puts Lightning in the water and gives her a shove. She moves slow but dignified an’ all the time Tubby raced ’er ’e never once ‘ad to “urry over from the pub. An’ she was the fastest craft that ever sailed on that water and just like Tubby said she would, Lightning beat the fleet. And then one day we let a feller in who comes along with a little boat that he ought to ha’ been ashamed to be seen playin’ with. Babette or something ’e calls ‘er. An’ he tries to kid us that she was all worked out on paper afore ’e builds ‘er. An’ this Babeite thing sails rings round Lightning and the resto’ the fleet and we don’t enjoy our beer no more and we goes mad runnin’ all round the water an’ cussin’ and swearin’ at each other, aye, an’ comin’ to blows, too. An’ Tubby throws a brick at Lightning—e wos so mad ’e wos. An’ it gets wuss and wuss an’ every time Tubby races Lightning with ‘er three thousand inches 0° sail and six centres o’ etfort this Babette thing licks “im. An’ then Tubby makes an awful resolution— “e says that ’e’s goin’ to burn Lightning like a Viking’s funeral. An’ ’e pours ile on ‘er and petrol and everything an’ ‘e says “good-bye lass,” and sets ‘er on fire and pushes ’er out. 325 But believe me mister, Lightning don’t burn. You see she’s so waterlogged like that the flames don’t take on. And so ’e throws rocks at ‘er and she won’t sink. And then we tows ’er ashore and Tubby get’s an axe and bashes Lightning for two an’ a quarter hours before there’s enough firewood to make a Lightning. bonfire. An’ that was the end o’ An’ the end o’ the little Club too, for we never recovered from the show up we all ’ad from that blisterin’ little Babette thing. i An’ so I says maybe progress is all right but things were different in my young days. SHORT ENDS. impossible RYDE M.Y.C. 6 et Club has now been granted the use of the lake at Ryde one evening a fortnight. understood this is a temporary measure to It is see whether the sport is likely to become popular locally. If successful, the Club hope that this may be to do good work with blunt tools. Therefore time spent in putting a good edge on chisels, gouges, plane irons, ete., is not time wasted. Moreover it makes work easier to do. Money expended on the purchase of good oilstones is money invested. increased to one evening a week. 549 IS COMING! Wee is 549? This number will shortly be familiar to readers of this magazine. But what is 549? Well, as they say, that would be telling! So, what is 549 ? MAST RAKE. T is wonderful what a difference the rake of a mast makes to a boat’s sailing to windward. For instance, if the mast slide is moved back one hole, a distance of say }”, and at the same time the heel is shifted one notch, also }” aft, the whole sail plan has been moved aft }”. On the other hand, if the heel is moved forward }” and the slide kept the same, the movement of the C.E. aft will be very considerable. If we assume the mast is 4” from heel to deck and that the C.E. is 2 ft. above deck, then the C.E. has been moved.13” aft. The same applies forward of course, and therefore once the correct rake and mast position has been ascertained it is most important to note the position of the heel before unrigging. We have seen many a race lost because the skipper unrigging in a hurry had forgotten to note this. SHARP TOOLS. Cre of the great differences between the amateur craftsmen and the professional is that the latter always keeps his cutting tools sharp. It is PROPELLERS AND HULLS. T#s propeller is the most important item in a speedboat. With an I.C. engine the object is to get the utmost out of the engine and this can only be managed if the engine is kept rev’ving at its optimum speed. will slow the engine. race without effect. If the propeller is too big, it If too small, the engine will and size both effect Pitch cavitation, anel good progress is impossible unless the prop. is doing its work. The propeller is really a pump throwing a jet of water astern. This water is drawn from ahead, so the prop. both pulls: and thrusts the boat boat along. To avoid cavitation the must travel sufficiently fast to ensure a suffi- cient feed from ahead. Getting the correct propeller is as important as having the correct gear for a car, and in fact it may be considered as the link which turns the energy generated by the engine into forward motion. As the steam engine is more flexible than the I.C. the margin of correctness in the propeller design is greater. BIND YOUR MAGAZINES. \W ttt the present number we are giving Index for our Sixth Volume. an Binding cases are now ready and cost 1/6 each post free. Your numbers can be bound for 6s. post free including supplying Binding Case. It is well worth while as the Bound Volumes are handsome books and you run no fear of losing numbers. 326 REVIEW. COASTWISE SAIL by John Percival Marshall & Co., Lid. Anderson. Price 3s. 6d. 4 Kee little book is a companion volume to the same author’s ““The last Survivors in Sail,” -but th’s later volume is better bound and produced. We also notice that the author has taken the hint conveyed in our review of] his earlier book and put a date to his Foreword. that two of the best photographs—those of the “Doris” and ‘Gaelic’? are of vessels which for some unaccountable reason are omitted from the text. If these vessels figure under other names, it should have been mentioned in the captions under the photographs in question. We were pleased to see the ‘“Waterwitch” given ample space as she is an interesting little vessel, but we would have preferred a photographic illustration of her. We prefer the drawing on page 63 to the others in this book. This is an admirable little book, commendable in its businesslike brevity and ample store of information. There are a number of illustrations from drawings and photographs. We prefer ,the was evidently a labour of love. ‘“Coastwise Sail’ can be recommended as a handy little reference photographs which are excellent, but we observe book, Mr. Anderson is to be congratulated on what 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. MODEL OF 8.8. “NAGINA.” Trusting this may be of interest, Dear Sir, Only yesterday I “discovered” MARINE Yours faithfully, STUART E. BECK. S. Benfleet, Essex. MODELS, and think it an excellent little magazine, which looks like becoming a regular addition to my nautical library. CLUB Perhaps it is a little early to enter the fray as a correspondent, but I am surprised to read that Mr. Lister’s model was criticised by your special correspondent because she has ports in way of holds as this is by no means unusual. The explanation is simply that the holds are “trunked ” up to the deck, the side spaces being used as passenger accommodation, etc., as shown in the enclosed sketch. HATCH Q cAains CBI b fORGP ETC Bre. REPORTS. Dear Editor, I am surprised to see so little news of the racing clubs and racing models in your issue just to hand. At this season of the year, one cannot expect much news of the actual racing, as, no doubt, lots of clubs find the winter a dull season, but surely there is great activity in the matter of designing, building, etc. There should be a great number of clubs holding meetings and planning for the summer. In particular, I can find no news of the Annual Meetings of the Model Yachting Association, or of the Y.M. 6-metre Owners’ Association, to name_a few that occurs at the moment. These two are, perhaps, the important events of New Year, and, maybe, you can give the reason, or, perhaps, the Hon. Secretaries of these Associations can supply the answer ? Yours, MISS CURIOSITY. HOLD The M.Y.A. late ta = , be Annual reported appears this month. we cannot publish Editor, M.M. in General our Meeting February was number too and As regards the Y.M. 6-m.O.A. a report we did not receive. 327 THE L.Y.R.U. RATING RULE AND THE M.Y.A. Sir, There are indications that the members present at the Annual General Meeting of the M.Y.A. were suffering from some kind of mass delusion. Even the Scottish Secretary was a victim. The The addition of the word “class” is necessary, for in Heckstall Smith’s article in the December issue fof Yachting, wrongly states rating instead of class rating; the “ yacht’s 2nd. col. of p.223, para. explaining changes in method . . ., “‘ to points 5 per cent. of the class rating vertically above the M.Y.A., or the 8.M.Y.A., has no power to tinker ‘ M.L,’ instead of * L.W.L. ” with the LY.R.U. rule; and the decision that bipod masts shall be permitted in the metre classes is ultra vires and, therefore, null and void. Council recommendations. Item No. 1 should read: “12-m. lin. = 1 ft., instead of lft. = 1 ft. Oin.” Model yachtsmen have rating rules of their own (e.g., the length classes), which the representative “5 per cent. of the class rating vertically above authority can alter or amend. In such classes there is ample scope for experiment in masts and sail plans. But in the metre classes permanently bent masts, rotating masts, double-luffed sails, and similar contrivances are prohibited under the International Rule. The $.M.Y.A. and most of the Scottish Clubs are bound by the International Rule, and it is well that they should be so. Owners of metre class models are protected from undesirable and expensive innovations by the fact that the world-wide vested interests. of yachtsmen prevent ill-considered or drastic changes of the rating rule. 6-metre models, have been presented on the distinct understanding that the metre models are built to the same International Rule as the yachts. These cups are held in trust for a specific purpose, and only models which comply with the rule are eligible to compete. Yours truly, JOHN A. STEWART. Glasgow. There is no mention of Bipod Masts in the Y.R.A. Handbook. Note at end of item No. 4 should read: LE re.” 1-64 in. is equal.to 5 per cent. of Class Rating for 1-96 in. is equal to 5 per cent. of 6-m. 13 scale. Class Rating for 12-m. 1 in. scale. However, the Council recommend the use of the figure 1-62 in. for 6-m. because it is very nearly equal to 1l2in., but why do they not recommend 1-94 in. for a 12-m., which is very nearly equal to 142 in., instead of 1-9in., which is a considerable difference from rule ? P.224. Method of Measuring. OL = 5 per cent. Class Rating. Valuable cups, such as the Robertson Cup for _ P.223. They are totally ignored. Editor, M.M. mean anything. Now OL might See profile and see section; this is where some were misled. In section OL = } girth, therefore, concluded that OL (in section) was equal to 5 per cent. Class Rating. If OV were substituted for OL then OLO—20V would have some significance. Again PM = Freeboards…and PLP—2Px stern girth difference . = Here confusion resulted by the frequent use of the same letter, P, whereas P!LP!—2 P’x would help to make things clearer. Yours sincerely, HON. SEC., Secotstoun Miniature Y.C. NEW LY.R.U. RULE. Dear Mr. Editor, I should like to draw your attention to the following points which appeared in the December issue of the MARINE MODELS, page 223, The New I.Y.R.U. Formula. The definition of the length “‘ L”’ in the formula is not very clear to those not very conversant with rating formule. Referring to the Bow Girthing points, I feel sure that if the following was substituted it would help matters. ** Plus one-and-a-half times the difference between the Girth at the bow section, measured to points, 5 per cent. of the class rating vertically above the * M.L’ (measured line), and twice the vertical height from * M.L’ to those points…” ’ Stern Girthing: ‘At the stern ending of the *M.L’ some engineers were under the impression that the 5 per cent. was a girthed height, others became confused with too many ‘ Ls.’ ” SAIL AREA CLASSES. Dear Sir, As it is now the accepted fashion to design and build longer and larger bodied hulls for most of the M.Y.A. racing classes, it occurred to me, some time ago, quite possible that, in the 10-rater class, someone might get a good A-class model measured in her second or third suit, and registered as a 10-rater; and I am sure that in a good blow, or even a moderate wind, she would win most races. Personally, I should consider this “ unsporting,” but there might be others who consider it quite fair. I think that it will be conceded that an A-class boat will beat the 10-rater in any wind, light or strong; but the shallow section 10-rater is, no doubt, the faster type of hull, size for size, and weight for weight ; but even this latter idea is considered, by some authorities, questionable, because it is a fact that, in going to windward the more a 10-rater 325 gets her rail really under water, either in puffs or EDITORIAL. a steady blow, she immediately slows up and sags to leeward; and it is then down to a smaller suit, to get her. On the other hand, the while generally sailing more necessary to change her best speed out of A-class type of hull, upright, will eat its way to windward, although not appearing to tear through the water as fast as the shallow section 10-rater type does. A member of the Surbiton M.Y.C. once suggested to me that, in his opinion, a good model racing class could be started with only one restricted measurement, and that the sail area. This gives very great scope to the designer to produce the fastest possible hull with a given sail area, and would also tend to produce the greatest possible efficiency in the sails and gear. This rule is in existence with large yachts racing on the sea ; but it seems to me that, a rule such as this is even more suitable for model racing, because, if a race is to be a race, the fastest type of machine possible to design under the rule, in all circumstances of wind and weather, is what is aimed at, and this rule, with restricted sail area only, seems to give the greatest scope. handy sized Taking the present 10-rater as a boat, for carrying and _ travelling, weighing, say, from 20 to 30Ibs., with a sail area of, say, 1250 or even 1300 square inches, it should be possible, in time, to develop lines which would ensure the fastest possible hull, with a given sail area. The only other factor to be considered then, would be the human element, which is, I think, the ideal to be aimed at in all racing. lam confident that the best results would not be obtained with freak boats, as freak hulls practically always have some defect in some point of sailing , and are only useful in cheating some penalty or restriction in more complicated measurement rules, or in special winds. Is it not a fact that, in the more complicated measurement rules, some designer eventually finds a way of cheating one of the rules, and it becomes advisable to alter the rules in order to meet new, unfair, conditions ? Yours faithfully, * JACK LINE.” HUS we come to the end of our Sixth Volume. It may be thought that the end is a peculiar position for an Editorial, but as we occupied the first page of the first number of this volume, so we now fill the last column of the last number. This gives us the first and last words which is entirely as it should be. Our Sixth Volume has been perhaps one of the most critical in our history, since itsaw us abandon our old title of The Model Yachtsman and become MARINE MODELS, a more ambitious magazine with a greater scope, embodying not only model yachting but every other branch of marine modelling as well. This change amongst but was certain occasioned some of our model dissatisfaction yachting readers, inevitable for financial reasons. Other- wise we should have been obliged to shut down our magazine. This venture has been amply justified as during the year we have made a very substantial increase in circulation. It is obviously impossible to run a magazine without sufficient support, but we are now in a position to gradually improve our periodical. Readers can, however, hasten this progress by introducing us to friends who are interested in any branch of marine modelling. Our projected programme is admittedly ambitious but our object is not merely to be the best paper which in any way caters for marine modellers. That would be a low objective as we have no competition. This is a good thing for marine modellers as there is only just room for one magazine, and it is only a magazine that was run solely for the good of marine modelling and without any regard to profit that could survive. So we thank all marine modellers for their support in the past and assure them that we will endeavour to improve our magazine just as fast as we can afford to do so. Thus we hope to merit a continuance of this support, and be enabled to do more than we have ever done for lovers of little ships. From an Original Drawing by C. T. Clegg (Ship Model Society, Liverpool), Printed and Published for the Proprietor by H, G. STONE & Co., (Printers), Ltd., Town Green, Wymondham, Norfolk. Y i FORM ENTRY Model Yachting Association Fixtures.—According to list published in Marine Models the Designing Competition January issue entries for the first M.Y.A. event, “The Scrutton Consolation Cup” should reach the M.Y.A. Hon. Sec. by March 31. Psuedonym The entries are unlimited and the race will take place on the Forest Gate water on April | wish to enter the design sent herewith in the above competition, and I agree to abide by your published conditions and accept your decision as final. 14 at 3.0 p.m. The M.Y.A. Fixture List is shortly to be in the printers, hands, and as it contains a List of Affiliated Clubs and Individual Members it is desirable to have these complete. No. 3 (10-raters), To avoid omission due to Name. oversight, will those concerned kindly remit to the Address ….. Hon. Treasurer at earliest convenience. Cheques and P.O.O. should be crossed ‘‘ Barclays Bank, Ltd.,” and made payable to the ‘ Model Date………… Yachting Association.” A. PeeTomiem O’s To the Editor MARINE MODELS, LITTLEJOHN, Hon. Sec., Golden House, Gt. Pulteney Street, London, W.1. 124, FitzNeal Street, PLEASE X. WRITE CLEARLY A A \ London, W.12 ‘ Easter Sunday and Monday, April Ist and 2nd, 4 The Rick Pond, Home Park, Surbiton Ghe Glenbam Cup Entries close Entrance Fee 3/-. Winner holds 2nd. Y.M. the [8th, Three Boats per Club. Cup 3rd and 4th 6-m. March and _ receives Prizes if Entries Owners’ 1934 Start 10-30 a.m. valuable replica. warrant. Association, Hon. Sec.: F. J. FELTWELL, 90, Church Road, Barnes, S.W.13 In replying to Advertisers, please mention MARINE MODELS. GET THAT 100°/, in Brass, Nickel, EFFICIENCY Chrome, Gun-metal Light, Strong and well designed. very reasonable Prices. W. “s 10, CELBRIDGE MEWS, PORCHESTER Y List Racing Model Yachts ROAD, LONDON, AAS GRAYSON ENGINE 80 ce., 1 £/16 Bore & Stroke i sana ei eg yy > Yacht with ee § > ork Builders ae Castings and mye Be rial om Be eget dens ACCESSORIES a specd Thee cae Send Stamp for List. SPARS Y 25 ec., 1 1/4 Bore & Stroke; FITTINGS SPECIALISTS Model LTD., —— 26, Victoria Parade, Ashton, Preston, Lancs. SAILS W.2. MODEL ENGINEERS & TOOL FACTORS ALEXANDER & SONS Expert to E. GRAY & SON, e ° for revised BAUER, WHITE HEATHER J Bronze finish. To order only, and at Send stamp H. and TOUCH D Alloy Saver £7 tc15s.0d. tapes ite Power Boat Hulls of all descriptions THE If you want to beat the best Yachts, Sails, Spars or Fittings, eK. , GRAYSPEC —_ ENGINE. 15 ec., ‘l’wo Stroke, 11/16 Bore, 1-in. Stroke. you must go to ALEXANDER S For SPI aia – and pret py Aero Fig, bd BS pe ° . ee Work aoa € Sep greleer arine Model, with Flywheel, 5 ‘ Racing Mo del Yachts Castings and Materials, Castings in Light Alloy, 21/- set WHITE HEATHER AU Catalogues and descriptive matter free on Request ngines, complete with aes TRADE SUPPLIED. tg 81Z e . OSt ir 18—20, Clerkenwell Road, London, E.C.1 { ESTABLISHED fam ; “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. <> CHARLES Why be content with -rate second-rate Sails Sa ‘D) LOWN & SON, SAIL SPECIALISTS, Your Boat is worthy of the Best. Ullswater Rd., London, $.E.27 a STEEL MASTS FITTINGS SPARS ACCESSORIES TO ORDER ONLY J In replying to Advertisers, please mention MARINE MODELS. |