Marine Models: Volume 6, Number 2 – May 1933

il iit —— aE est Cae INCORPORATING THE MODEL YACHTSMAN VOL. 6, NO. 2. Published on the Seventh of each Month. Editorial MAY, = Chicago Regatta Our Coastal Schooners Hull Design for Model Steamers Model Yachting Association News of the Little Ships Our Scottish Page Flash Steam Experiments … International M.Y.R.A. Power Boat Clubs sx The Designer and Choice of Dimensions … was Model Yachtsman’s Workshop Correspondence… wes 30-inch Model ‘‘ Jenny Wren” ft Na 3 itt — <= == MARINE ~~ Full Rigged Ship Model ‘*Eileen O’Boyle’’. 2 MODELS, GOLDEN HOUSE, GT. PULTENEY STREET, LONDON, W.1. 1933 MODEL SAILING‘CRAFT The | By W. “Dixon Kemp” of Model Yachting. J. DANIELS and H. B. TUCKER | Profusely illustrated with Photographs, Diagrams and Designs. Price 25s. nett; postage 9d. Question: How is a detachable keel fitted? Question: How is Jib Steering rigged ? Question: What is the American Model Rule? Question: How is Quarter Beam length taken? Question: What does Plank-on-Edge mean ? Question: How does one tune up a Yacht? | Answer: See M.8.C., pages 109, 112. Answer: Answer: Answer: Answer: Answer: | See M.S.C., pages 157, 174. See M.S.C., page 14. See M.S.C., pages 21, 238, 225. See M.S.C., page 5. See M.S8.C., page 177. | The Answers to the above and thousands of other questions will be found in this encyclopedia of the Sport How easilv the Editor could reply to readers’ queries if every reader of MARINE MODELS had a copy of MODEL SAILING CRAFT. Obtainable from the Offices of “MARINE MODELS,” all Bookshops and Libraries, or direct from the Publishers, Chapman @ Hall, Litd., 11, Henrietta Street, London, W.C.2. W.H. BAUER Model and Yacht Repair Fit-out Service. Spars, Sails, Fittings and Accessories for all Classes. To order only. Decorative, Water-Line & old-time Ship Models Built 8, Ullswater Rd., West Restored. Workshops: Norwood, London, S.E.27 and 10, Celbridge Mews, Porchester Road, LONDON, W.2 dae © In replying to Advertisers, please mention MARINE MODELS. ¥ a 7 Lig Migeeae acTIta INCORPORATING THE MARINE PIPPI +4 ) SS) eZ 7 oe = MO DEL MODEL YACHTSMAN MAGAZINE MAY, 1933 Published o n the Seventh of each Month. Vol. 6, No. 2. AND EDITORIAL. INCE the publication of our first number under our present title of MARINE MODELS, we have received a large number of letters congratulating us on our new name and the great improvement in the magazine. These letters come from model yachtsmen, model powerboat men and ship modellers. are to expand and improve this Magazine in every department of marine “our means permit. Our model yachting friends thank us for what we have done for the sport and encourage us to continue the good work. Now if living up to our slogan “ Practical and Technical,” and giving readers the best possible value we are able is making a serious effort to cater for their needs, that is our policy. Our intentions Powerboat readers send warm appreciation of our articles by Mr. J. Vines and Atlantic’. Ship modellers amongst our readers thank us for Mr. G. W. Munro’s articles and plans. In fact we hear that a model from our published lines of the brig “ Daring’ is being built especially to compete in an exhibition organised by a contemporary this autumn! We wish the builder luck and hope that he may win, and hope that the organisers of the exhibition in question will advertise where the plans came from. If we were to quote these should require to publish an cannot refrain from quoting a from a well-known society of letters in extenso, we extra edition, but we few lines from a letter ship model makers. He writes :— ‘“ During the last few months, however, you have made rapid strides towards becoming the official organ of the Model Ship Societies in this country. I can assure you that you are filling a long felt want...” As our correspondent mentions the names of several publications, we will content ourselves with paraphrasing his next sentences and saying that he is good enough to add that we are making the first serious effort that has yet been made to cater for the needs of the ship modeller in this country. modelling just as fast as We are far from satisfied with the standard we have set. We have not arrived yet, but we are on the way. It has been impossible to acknowledge personally all the letters of good wishes from readers. We, therefore, take this opportunity of thanking the writers and assuring them of our best services. Just one complaint has reached us. A gentleman living North of the Border is very displeased because the page heading which carries our name bears the Cross of St. George and not that of St. Andrew also. Now we ourselves have not a real heraldic mind, and when we saw the design our artist had prepared it never occurred to us that the Cross in the pendant which bears our name was any particular kind of cross, except that it is the same kind of Cross that decorates the masthead pendant of a _ British man-o’-war. Going at the top of the pages, it is our masthead pendant. Men of each and every one of the nations that compose the British Empire are proud enough to serve on a ship which has that pendant at the masthead, and in putting a similar emblem at the top of our pages we signify that our magazine is equally British. We have received a number of contributions from our readers for Workshop Pages. Many of these contain excellent practical tips, but owing to lack of space these will have to be spread out over the next few months. 26 The series of articles on Hull Design for Model Steamship Builders contain a good deal of information on elementary naval architecture that applies equally to yachts and ships, and all our readers should find them of considerable interest. Many readers, seeing an article with a title referring to a section of marine modelling in which they themselves are not directly interested, simply pass on to the next heading—and, therefore, miss much of interest. This reminds us of a correspondent who sent us a photograph of a delightfully planked model yacht with the information that he had acquired his complete knowledge of building from a series of articles in this Magazine on Wooden Hulls for Model Steamers! On the other hand we did not receive any photographs of steamers built by aid of these articles ! NEW WINE IN OLD BOTTLES. By Mocapor. HE title of this article is a cliché, but at all events it is appropriate to its subject. Unfortunately one of the cheap textbooks on Model Yacht Building is illustrated with the plans of a couple of 10-raters dating back to about 1910, though I am not sure of the exact date when these actual boats appeared. In their day they were about the best of their class but to-day they cannot compete with the bigger 10-raters that are evolved by the rule as it stands to-day. These boats were designed before the era of the Bermuda rig, and at the time when actual sail area was measured. To-day provided batten limits are observed, about 70 sq. ins. of sail can be gained on the leach of the mainsail. True, the headsail is differently measured being taken on 85 per cent. of the fore triangle, but when all is said and done, this works out practically the same as the actual area of the jib. The rating formula for the 10-rater class is :— L.W.L. (in inches) x §8.A. (in sq. ins). = 10 rating. 6000 Now obviously an unmeasured increase in sail area is an increase in rating, making the boats in this case into about 103 rating. Moreover the increased efficiency of the modern sail-plans give as much driving power with much less sail area. Hence these old boats are in no respect the match of modern boats. Unfortunately, instead of purchasing the up-to-date but considerably more expensive “‘ MODEL SAILING CRAFT ” (in which there is a very modern 10-rater design by Mr. W. J. Daniels), or buying the cheap little handbook simply for building methods and taking one of the modern designs published in this magazine, many novices start in and build one of these old higher Centre of Effort. Consequently she proves too tender and will not carry her sail. Actually these old boats do far worse under a Bermuda rig than the original gaff-sail plan, and the owner would have done better to have sailed the boat as she was till he gained experience, and then sold her and built or acquired a modern craft. In a very few instances conversion has been carried out with notable success, but considerable hull alteration has been made at the same time. If the boat is not too flat-floored and beamy, quite a successful job can be made, and even very flat scows can be considerably improved. The method of procedure is to add sufficient lead to the keel (probably about 2lbs. will do it) to lengthen the L.W.L. about 4 ins. Experiment in the measuring tank will settle this question. For instance a 36-in. waterline boat can with advantage be brought up to nearly 40 ins., and a 38-in. lengthened to about 42 ins. This makes a bigger boat of the craft as it has increased her displacement though the freeboard is somewhat reduced, but as there is no limit on the latter under this rule, that can be ignored. In order to gain additional stiffness it will also be advisable to increase the draught and drop the lead say 1} ins. lower. In doing this, care must be taken that the Centre of Gravity of the boat is kept in the same fore-and-aft position. This means that the rake of the fore edge of the keel will become a little steeper. As a consequence the C.E. of the new sail-plan will have to be a trifle more forward than in the old before conversion. If this is carefully done, there is no reason why it should not be quite successful. One of the most successful 10-raters of last season is a boat that has boats and eventually arrive at the nearest model been altered in this way. yacht club with it tucked under their arm ! One little point that should be noted is that the hull must be as light as possible in order to get a high proportion of lead. Further as one of the objects is to render the boat stiffer, the mast and tophamper should be as light as it can be. For this purpose it is as well to have a hollow mast. The high Bermuda plan and hollow mast nessecitate the Their first idea then is to modernize the boat by converting her to a modern Bermuda rig of the same area as the old gaff rig, plus possibly the 60 ins. of gratis area on the luff of the Bermuda mainsail. Now this is entirely love’s labour lost (another cliché) as the boat was not designed for the increased power of the new Bermuda rig and the use of wire standing rigging. THE “SPIRIT OF PROGRESS” EXHIBITION REGATTA, CHICAGO, JUNE 19—20. HE date for this international event is now fixed as June 19 and 20. This is a very inportant occasion as it will be the first International event that has been sailed in America under I.M.R.Y.A. Rules on a lake and using the A-class. The A-class to-day is the most popular class of model in the States and has ousted the previous American classes from premier place in the estimation of American modelmen. Consequently they will be in a position to put a very warm competitor into the water. The British Empire will be represented by Mr. W. H. Davey with “ Dawn.” Mr. Davey is Commodore of the Bourneville M.Y.C., and one of the founders of the Birmingham M.Y.C. He has competed in the British Empire Championship for a number of years and always been well placed. “Dawn” is an extremely pretty boat of what might be described as a good medium weather allround type. She is a rather long boat with a round section and moderate beam. Her design is a joint production of Mr. Reg. Lance and the owner, and she was built by Mr. H. Jones of Gosport, being launched in the summer of 1931. Her principal dimensions are :—L.O.A. 76”; L.W.L. 49”; Beam on L.W.L. 13°5”; no Q.B. Penalty; Average Freeboard 4:28” ; Displacement 47ibs.; Draught 11°25” ; S.A. (actual) 1822 sq. ins., S.A. (allowed) 1850 sq. ins. ; Height of Rig 84:75”. The boat has just been refitted and overhauled and received two new suits Chas. Drown and Son. of sails by Messrs. From particulars furnished by Mr. John Black, this type would appear to be one most suitable to send to Chicago at this season of the year. In Chicago Mr. Davey will meet the pick of American. boats and skippers. He will carry with him the best wishes of every Britisher. The Chicago Fund opened by the Model Yachting Association has not yet assumed the dimensions that had been hoped, and time now is remarkably short. All those who have not yet sent in their contributions are requested to do so immediately as funds must be in the hands of the Hon. Treasurer of the M.Y.A. (Mr. J. E. Cooper, 26, Warren\ Road, Wanstead, London, E.) by the 14th instant. Since the publication of the first list of contributions a number of other amounts have been received but they do not total to anything like the sum required at the time of going to press, and we are, therefore, waiting until next month to publish the complete list as we anticipate that there will}be a goodly number of further donations to come. ‘‘DAWN,”’ The British Representative at Chicago. The above photograph was taken during very heavy weather at Gosport in 1931, and appeared in our September 1931 issue. (continued from page 19). T HE running rigging of a schooner, like that of any other craft, will vary according to the ideas of the skipper in command at the time, but the general principles are the same throughout the merchant service. The methods set down here may or may not be the most usual and it is certain that an alternative method will be found on very nearly, if not the first schooner which may be used as a check or for comparison. Starting at the outer end of the bowsprit we will take the gear which works the flying jib. The tack is shackled to the eye on the band at the outer stop and the sail hoisted by means of the halyard, the lower end of which is eyespliced with a heart shaped cringle turned in. The size of the halyard should be diameter of jib-boom or bowsprit at that part x -250. The halyard passes up to the fore topmast head and through a block and down to the deck on the after side of the yards. The block at the topmast head is a single block generally stropped to the flying jibstay just forward of the mast in the way of the seizing of that stay. Another method is to strop the block to the mast, but this is not recommended where the schooner has any topsail gear leading up to this point. The sail is set by means of sheets which consist of a pair of pendants shackled to the clew in the sail. These pendants should be in size, diameter of jibboom x -250 and are made up of a single length of rope seized into an eye at the middle and a block stropped at each end. There is no fixed rule for the length of the pendant, but sufficient length should be allowed so that the weather block does not foul the outer jibstay under normal conditions. The running or hauling part of the sheet has an eye spliced in and is shackled to an eyebolt set up on the sail at It leads forward the side just aft of the cathead. through the block in the pendant and then aft to a belaying pin or belaying pin and cleat just aft and clear of the eye bolt. Th2 size of the sheet should be the same as the pendant and there will be a pair, one on each side of the bow. The downhaul is shackled to the head of the sail, and leads down to a small block on the jib-boom and aft to a pin in the bow of the vessel. The size should be, diameter of jib-boom x -200. Sometimes the flying jib sheet, if it has not a lot of heavy work, is made up of just the double length of rope and the pendants are dispensed with, the sheet merely being a single rope belayed on each side. The outer jib and the inner jib are both fitted and set up in the same way, except that the halyards may take the form of a gun-tackle purchase; the standing part being shackled or spliced to the block at the topmast and then passing down through a block at head of the sail and up again through the block at the topmast and so down to the belaying pin at the side on deck. Taking the ‘ Emily Warbrick ”’ as an example, she had, at one period, both her flying jib and outer jib halyards in the form of a single whip and the inner jib and forestay sail halyards as gun-tackles. Later the outer jib halyard was fitted as a single whip. The whole thing is a matter of experience and the weight of the sail. The sheets of the inner and outer jibs are exactly like the flying jib with its pendants and are set up a little way aft of the former and clear of each other. The factors for the sizes are the same, but, of course, it will readily be understood that rope and blocks of the same size will be used wherever suitable rather than having to keep a supply for each sail merely because the mast or spar is a little thicker here or there. The forestay sail gear follows ‘the same rules. The sheets, are set up and belayed in line with the shrouds of the foremast. The upper block of the purchase of the halyard will be shackled to an eye bolt under the rim of the top or in some other convenient position. The running rigging which goes to work the square sails and their yards on a schooner is exactly like that in a full-rigged ship and reference to the one will readily explain the other. The braces on the foreyard being slightly different in the running part, we will take them first. The standing part is seized to the foremost shroud of the mainmast, about two-thirds the way up. It then leads forward to a block shackled to the chain pendant on the yard and back through a block seized to the shrouds about half-way up, and down to the deck at the side. 250. The size should be diameter of yard x The braces of the upper and lower topsails are set up from the cap at mainmast head on either side and lead forward to the pendant blocks and back through a block shackled to the side of the cap, This is a double block as it has to serve both the upper and the lower braces. The braces are belayed at the side in the way of the main shrouds, the lower braces being forward and the upper further aft. By this means all three braces on each side can ke handled at the same time and in unison or by being married, as the correct expression is of the lower topsail yard and therefore will not have sheets. In place of the sheets, however, there at sea. will be the downhauls which work very much in the same way. These are made of wire or rope and are shackled to the yardarms. From here the down haul leads up through a block shackled under the upper yard and along the yard to a block at the slings and down to the deck. The size of the downhaul should be the diameter of the yard The halyards of the upper topsail yard are made up in this way. A chain is shackled to the eye in the middle of the yard and leads up through the sheave hole under the stop at the fore-topmast head and is then shackled to a bullock block. This chain (or rope), is called a tye and should be in size, diameter of yard x -050. The standing part of the halyard is shackled to an eye bolt in the deck at the after part of the shrouds or backstays on the starboard side. From here it passes up through the bullock block and is shackled at the other end to a double block. The running part takes the form of a gun-tackle and is rove through the two double blocks, one on deck on the port side and the other at the end of the standing part of the halyard. The size ot the halyards should be the diameter of the yard x 252. The sheets are made o1 chain and are rigged in this fashion. One end of the sheet is shackled to the clew of.the sail and the other is passed through the cheek block at the yardarm and inboard to the block under the yard at the slings and down to the belaying pin on the mast band. The lower end of the sheet is generally made of rope as far as is likely to be handled by the crew. The upper topsail has its clews shackled to eyes at the yardarms < -160. The clew lines of the lower topsail lead up to a block stropped or shackled to the yard at the quarters and then in towards the mast, through a block set up in the rigging, and down to the deck. If the sail is a big one the clew lines will take the form of a guntackle between the clew and the yard, but I think this is exceptional in most schooners. A point which must be noted is whether the lower topsail clews up to the yardarms or to the quarters of the yard. The upper topsail will, of course, have to be considered as clewing up to the yardarm when the yard is lowered. The other gear on the squaresails will have to be fitted or left out according to the actual schooner which is being modelled. It will readily be understood that on the average small schooner the two topsails will be so small that buntlines, reef points, leachlines and so on will be just so much gear and quite out of place when a man can do all the work with his outstretched arms in Photo: Nautical Photo Agency. Three-masted Topsail Schooner ‘‘Brooklands.’’ This vessel launched in 1859, is one of the oldest vessels of her type that is still afloat and in commission. less time. Very likely there will be a single bunt- line down the middle of the foreside of the upper topsail. This buntline has a bridle to the foot of the sail and looks like an inverted Y. The upper end is made up fast at the masthead and may be said to work automatically as the yard is lowered. The size of the rope will be diameter of the yard x -250 or less if the sail is small. The foresail, mainsail and mizzen can all be considered under one heading, the difference in the size of the masts and spars accounting tor the difference in the size of the rigging, using the same factors throughout. The throat halyards are generally in the form of a luff tackle purchase. A single iron bound block is shackled to an eye bolt on the upper side of the gaff a little way in from the gaff jaws. The halyard is made fast to this block either by splicing it round the block as a stropping or by the more usual method of turning in a cringle at the end and shackling it to an eye at the upper end of the block. The halyard then passes up and is rove through the double block between the trestle trees, back through the single block and up again to the double one and so down to deck on the starboard side to a belaying pin in the way of the shrouds. The size of the rope should be the diameter of the gaff « -400. Note that the relative position of the two blocks is optional and that the single block may be the one between the trestle trees instead ot the double one. The peak halyards have a cringle turned in and are shackled either to the lower of the two single blocks on the after side of the masthead or to the lowest eye bolt shown in Fig. 8 of this series of articles. The halyard is rove zig-zag fashion through the blocks on the gaff and masthead and then down to deck on the port side of the deck similar to the throat halyards but on the opposite side. It should be noted that in reeving the halyard through the uppermost block on the masthead the rope is passed from above, down and not up like the others. The peak halyards are the same size as those of the throat. The sheet is usually a fairly long rope belayed on one side of the vessel and then rove through the double block at the end of the boom and the single block, shackled to an eye bolt or small horse amidships, back through the double block and belayed on the opposite side of the deck to the other end. The size of the sheet should be diameter of boom x ‘400. If the above method should not prove suitable owing to the belay getting in the way or not having a clear lead, a bull’s-eye will be set up either beside the lower block or in some other position near by before being belayed at the cleats or bollard provided for the purpose. The foregoing may be considered as the essentials of the running rigging of a topsail schooner. Any other minor rope or cord must really be considered as an extra and put in the model from personal observance of the detail on some particular vessel. Next month I intend to deal with the sails and their making for models of schooners and finally the odd bits of detail which go to give the model the true seaman-like flavour. (To be continued). HULL DESIGNING FOR BUILDERS OF WORKING MODEL STEAMSHIPS. (Continued from page 4). By ATLANTIC. pies I promised to start a design in this article, on consideration I feel that a little more theory will not be out of place as it will so much facilitate what follows. A vessel floating in water displaces a volume of water having a weight equal to her own weight. Fresh water weighs 62-35 lbs. per cubic foot, salt water 64 lbs. per cubic foot. A vessel, therefore, floats deeper in fresh water than she will in the sea. It follows that the displacement of a vessel can be regarded either as her actual weight or as the number of cubic feet (or inches) of water she displaces. It is, therefore, equivalent to the actual cubic measurement of her underwater body. Now any linear measurement is a one-dimensional measurement, as for instance, length. A square measurement is two-dimensional, as deck area which is a product of length and breadth. A cubic measurement is three-dimensional, and in the case of the displacement of a vessel-is a product of length, breadth and depth. Considering a rectangular box 40” x 8” x 3” we find it has a cubic measurement of 40 x 8 x 3 cu. ins. = 960 cu. ins. A model 40” long by 8” beam by 3” draught, would not, however, displace 960 cu. ins., largely owing to the shape of the ends and to a less extent to the shape of the midship section. For instance in Figure 1 we have a midship section 8” beam and 3” draught. The underwater body is shown surrounded by a rectangle 8” = 3”. Obviously the body does not fill the rectangle by the amount of the shaded portion. The actual area of the section is 23-32 sq. ins., and that of the rectangle 24 sq. ins. ‘The section is, therefore, 97-16 per cent of the rectangle. This proportion is known as the ““Midship Co-efficient”’ and this co-efficient is stated as being 97-16 per cent. 31 It would, however, be impossible to measure the cubic size of the underwater body from merely knowing the length, breadth and draught of the vessel and her Midship Co-efficient. What we can, of course, ascertain is the area of the midship transverse section The formula is:—Beam on LWL, multiplied by Draught multiplied by Midship Co-efficient. For this model it is accordingly :— il I 569 cu. 8 xJ3 (= 960) and the hull ins., the Block Co-efficient is. 59-27 per cent. It will be seen that given any two of these Coefficients the third can be found. In fact they are interdependent. These three Co-efficients are known collectively as the ‘‘ Co-efficients of Fineness.” The main uses of these Co-efficients is to compare resistance of different hulls. particularly in making two or three designs of the same dimensions. all these calculations every time he wants a hull ! Having dealt faithfully with the Co-efficients of Fineness, we need worry no more about them. The explanation was included here mainly to assist the beginner to grasp the principles of displacement, These its distribution and calculation. The reader need not be alarmed that he need do things are being explained now, but as promised I will in due course demonstrate a method of designing a hull practically without any calculations at all. It is, however, better to have some little acquaintance with the general principles of naval architecture. Now returning to our Co-efficients, the next to be considered is the ‘ Prismatic Co-efficient.”” Let it be assumed that we are carving the underwater part of a hull from the solid wood. The first step was to cut the whole length into the shape of the midship section. We then get a block of wood shaped like Figure 2. The calculation of the displacement of a vessel is not so easy as finding the cubic measurement of a rectangular box. It is based on the transverse section areas and the length. The first step obviously to find the transverse section areas. It will simplify matters paper is used for all plans. if engineer’s is squared It is best to get this divided into inches and tenths of an inch. Then each large square represents one square inch and each small one 1/39 sq. inch. It will facilitate As the area of the midship section is 23-32 sq. ins., the cubic measurement of this block will be 23-32 sq. ins. multiplied by the length (in this case 40 ins.). cu. ins. Our prism, therefore, measures 932-8 Actually, however, by reason of its shaped ends, the boat measures 569 cu. ins. In other words the hull is 61 per cent. of the prism. The Prismatic Co-efficient is, therefore, 61 per cent. 40° aa Figure Figure 1 Knowing the dimensions, also Midship and Prismatic Co-efficients, we can find the cubic measurement of the hull. For this model it will be :— (40 x 8 x 3) x 0-97 x 0-61 | oc 23-32 sq. ins. measures the 8 x 3 x 97-16 per cent. 8 x 3 x 0-9716 the block is 40} 960 « 0-97 = 0-61 569 cu. ins. Finally we get the “ Block Co-efficient ’’ which is the relation borne by the hull to a rectangular block of wood of the same dimensions. As in this case calculation if decimals a are used throughout. Therefore each large square equals 1-00 sq. in. and each small one 0-01 sq. in. It will be remembered that in a previous article of this series I mentioned that as the two sides of the vessel are identical the lines are shown as for a halfplan and the vessel as a half-model. If the same section is now repeated on a piece of squared paper (being drawn as a half-section) it is a simple matter to count the squares—large squares as 1-00 sq. in. and small as 0-01 sq. in. This will give the area of the half-section. Portions of the small squares can be gauged and averaged by eye with sufficient accuracy. Now having decided on dimensions and midships section, we can proceed if we wish to draw our plans and work out the displacement from them. This is a good deal of work, and if our dimensions are wrongly chosen it will all be wasted, as the boat will have too little or too much displacement. It will therefore be advisable to take steps to avoid this contingency. There is a very simple little formula from which the displacement can be estimated from the midship section area and LWL length. It should be observed, however, that this is only a rough approximation for preliminary use and does not absolve the designer from the necessity of making a proper calculation later on. For this purpose the area of the midship section is taken disregarding any external keel or bilge keels. This area is multiplied by the LWL length. The result obtained gives the cubic measurement of the Prismatic Block. This in turn is multiplied by an assumed Prismatic Co-efficient. This gives the approximate displacement in cubic inches. The assumed value for the Prismatic Co-efficient is determined by the type of vessel that is being designed. Thus for instance a tug, trawler or other vessel with a short parallel body (or none at all) may have a Prismatic Co-efficient as low as 50 per cent., but for a liner or other vessel with a long parallel middle body the Co-efficient can be taken at say 60 per cent.* The designer requires to know the actual weight. There are 27 cu. ins. of salt water to 1 lb. or 27-65 cu. ins. of fresh water. According to whether the boat is being designed for salt or fresh water the displacement in cu. ins. is accordingly divided by 27 or 27-65. The formula can be written :— (Midship section x Prismatic Co-efficient area x LWL) 27 (or 27-65) = Displacement in lbs. Working this out for our 40” model with a mid- ship section area of 23-32 sq. ins., we get :— 23-32 « 40) x 0-60 = Displacement 27-65 = 20 lbs. approximately. * For the benefit of any sailing yacht designer who reads this article it may be mentioned that 50 per cent. is a suitable value to take for the Prismatic Co-efficient in estimating the displacement of a sailing yacht. : It will be observed that in making this calculation we have assumed that we are designing a vessel with a long parallel middle body and that she is to be used mainly in fresh water. This gives us the approximate minimum displacement our dimensions are likely to produce. Knowing the weight of our plant and from experience of similar boats we see that this is sufficient and we can accordingly go ahead with our design. It will, therefore, be seen that the first steps in making a design are to select the dimensions and draw a midships section from which it can be ascertained whether they will produce a vessel of the desired displacement. If necessary the dimensions (and midship section) will have to be altered and adjusted required displacement is obtained. until We are the then ready to proceed with the design. In making adjustments relativity has studied. Be not alarmed gentle reader! nothing to do with Mr. Einstein ! to be This has We have so far been dealing with a model 40 ins. x 8 ins. x 3 ins. with a midship section area of 23.32 sq. ins. and have found that this should produce a boat having a approximately 20 Ibs. displacement of Taking this same model let us see what difference to the displacement a few changes in the dimensions will make. We know that displacement is a cubic (or three-dimensional) measurement. An increase in any dimension will accordingly produce a similar ratio of increase in the cubic measurement. Thus if we increase the beam to 10 ins. the displacement will be increased by the ratio that the original beam (8 ins.) bears to the new beam (10 ins.) This calculation is written :— 20 x 3 = 25lbs. If the depth of the hull is also increased, the displacement will be varied in a similar way and an increase in length likewise. For example if we decided to increase the boat bodily and selected as the new dimensions 50 ins. x 10 ins. x 4 ins. the calculation would become :— 20 x 32 x 4 x 4 = 413Ibs. The effect of a similarly calculated. reduction in dimensions is In my next article | propose discussing types of sections and profiles, and making a start on a design provided that my pen does not lead me astray again into a discussion of technicalities. If it does, there is the consolation that the embyro designer has to imbibe a certain amount of technical matter sooner or later if he is to under- stand what he is about to do. (T'o be continued). Advertisements i 4 = “WHITE HEATHER’ RACING MODEL YACHTS J. ALEXANDER & SON, 26, VICTORIA ASHTON, PRESTON, FITTINGS BRASS. PARADE, Lancs. SPECIALISTS NICKEL. PLATED. Mast Sockets, 10d. Slides, 6d. Quadrants from 1/9. Horses, 1/I. 3-eyed Double-Sheaved Travellers, 1/3. Tension Slides, |/-. Gooseneck, | /-. Running Blocks complete, 1I/-. Boom Fitting, 1/3. Rigging Screws, I/-. Ere. Etc. Etc. SEND STAMP FOR LIST. “White Heather” “‘White Heather” Models Designed and Built. Power Boat Hulls : Spars, Sails, Accessories. of all descriptions. RACING MODEL YACHTS “WHITE HEATHER” J In reply to Advertisers, please mention MARINE MODELS. Advertisements ii SALES WHERE TO STAY DURING THE FLEETWOOD REGATTA. AND WANTS. TRADE ADVERTISEMENTS ARE NOT INSERTED IN THIS COLUMN. Advertisements are inserted in this column at the rate of One Penny ver word; minimum charge for advertisement Eighteen Pence, Single letiers or figures are charged as words and @ compound word us two words, The advertiser’s name and address wre charged for. A charge of 6d. extra to cover postages is made for *Box"’ Replies, care of these ine For first-class Accommodation facing Foreshore Two minutes to Yachting Lake. Personal supervision. Reasonable terms. Apply early. 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. Amusements. Advertisments for these columns must be accom- panied bya remittance, eitiier by Postal Order or stamps, aul 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. Inadvertising Boats hil Sale or Wanted advertisers should state, JONES, 87, Agnew Road, Fleetwood. Situated one minute from Yacht Pond. Two Bedrooms, two Sitting Rooms, providing excellent Accommodation. Board if desired. Terms reasonable. where possible, ‘‘Class of Boat.’ under their separate headings; LEADBETTER, 74, Dronsfield Road, Ideally situated 200 yards from Yacht Pond. comfort and facility. Book early. Every MODEL YACHTSMAN witb photos. Newly painted. Three suits of sails. £15 for quick sale. ade, Fleetwood. Yachting. Lake. A.E. Foster, 23, Alfred Road, Birkenhead. A-CLASS Model Yacht. Mahogany. Three suits sails. British Empire Championship, Gosport, 1930 G. Spraggs, 28, Lincoln load, THE TOWERS Boarding Establishment, EsplanTwo minutes to Portsmouth. Luncheons 12-METRES. and Teas provided for non-residents. ‘Tariff on application. Telephone 733. B. Mowforth. Offers, carriage forward. ‘Two. Three minutes to Yachting Lake. Every comfort assured. Private Sitting Room if required, Board optional. Moderate terms. 10-RATER. Good condition. Three suits sails. £4. Wilkes, 85, Park Avenue South, London, N.8. Book early. MODEL YACHTS. STATHER, 33, Warren Fleetwood. Avenue For sale or exchange. Over 4 feet long. Cheap. H. Tumelty, 24, Townley Street, Blaydon, Newcastle. South, BOUND VOLUMES, I, II, III, lV, V—Complete set, new condition. excellent Accommodation Two minutes from Yachting Lake, practically on Promenade. Moderate terms. Book early as possible. for Club Library. “Marine Models.” £4 4s. Od., post free. Apply Bound Fine Vols., c/o \. .. , Beautifully designed Sails. FIT R. Several generally in Stock, 18’ to 60’ L.O.A. May be tested on Crafnant Lake by appointment. XL BUGO, In SAILCLOTH XL Waterproof Unshrinkable Unstretchable Light Strong Suitable for any size Models SAILMAKER, 25, DRAPERS HOUSE, BRUCE GROVE, TOTTENHAM, N.17. PERKS, designed and built to order. GUARANTEED. H. W. G. MODEL RACING YACHTS BEST UNION SILK. \ In excellent condition. Plank built. Very good records; suit seaside or town club, both good to windward. F. E. Matthews, 59, Artesian Road, Bayswater, W.2. SHAW, 11, Byron Street, Fleetwood. For Details, K. Bond, 32, Barnes Street, Everton, Liverpool. 10-RATERS. Mrs. SALE. A-ULASS, “Mersey.” Feltwell design, specially built for 1932 Gosport Trials, finished 5th. See her record in the September issue of THE Fleetwood. Highly recommended Board Residence. These will be classified wnelassed Models, and articles other than Boats, under Miscellaneous. FOR Mrs. The following words must appear at the end of advertisement; ‘Box——, Model Yaehtsman’’ Offices, for which usual rate per word will be Mrs. BULLEY, 14, Balmoral Terrace, Fleetwood. PRICES y, REASONABLE. Trefriw, Caernarvonshire. replying to Advertisers, please mention MARINE MODELS. | 33 HE Statutory Council Meeting was held on April 21st, with Mr. A. J. Hugo in the chair suit provided that no dimension exceeds that of the first suit. Reduced spars may be used on smaller supported by Mr. A. W. Littlejohn, (Vice-Chairman), Messrs. H. C. Whetstone and H. B. Tucker, (Vice-Presidents), Mr. J. E. Cooper, (Treasurer), Mr. C. N. Forge, (Hon. Secretary), Mr. W. H. Bauer, (London District Measurer), and Messrs. Adams, suits if desired. Apling, Clements and A. Littlejohn. As Mr. Tucker was also acting as proxy for Mr. J. E. Stewart, there was just the requisite quorum of five Councillors other than Officers. It is a great pity that at a meeting where the main feature of the Agenda was such an important thing as the promulgation of certain rulings to settle dubious points in the contrivance for unfair sheeting, such as an outrigger Sailing and Rating Rules, there was not a better attendance. After the minutes for two previous meetings had been read and approved, the Chairman called on Mr. A. Littlejohn, who has been acting as Secretary to a Special Sub-Committee dealing with the question of rules, to give the findings of the Sub-Committee. It should be mentioned that this Sub-Committee has had to deal with a large body of correspondence but most of the points raised could have been settled by the senders by reading the present rules carefully, and did not call for any special rulings by the Council. Another large part of the correspondence raised points that involved actual changes of rules, which were accordingly ruled out of order as the Council has no power to effect any actual changes of rules, but only to promulgate rulings that would clarify any doubtful points arising out of the rules as they are at present. Even then a very considerable amount of queries were left and the meeting was a very long one. It is impossible to do more here than give the final rulings that were arrived at. These are summarised as follows :— RATING RULES. 30-inch and 36-inch Restricted Classes. It was decided that these models must be properly measured and registered, and carry Register Numbers which will be allotted by the Official Registrar in the usual way. These numbers are to be :— The Class number, (“30” or “36”), ? inch high, Registered Numbers 1} inches high. As the sail is unlimited, there are no batten limits to thess classes. 10-rater Class. Small Suits and Spars. Smaller suits need not be of the same shape as the first All Classes. The Spinnaker Sheet may be led round the luff of the foremost headsail (subject to the limits of the fore triangle as regards hoist, boom and headstick), and the prohibition of any or footstick. SAILING RULES. Rule 1, (d). For the purposes of this rule a Registration Card is not the same thing as a Rating Certificate. Rule 5. Whilst there is nothing in the Rules to prevent the O.0.D. altering the scoring from 2 and 2 to 2 and 3, or vice-versa, during a match, no change should be made in the middle of a Round, (i.e., the Round = the number of Heats required for each boat to meet each of her competitors in a heat). Rule 8. Propulsion means moving or propelling the boat in any direction by any means other than fair sailing. If the stern has been lifted during re-trimming, dropping the stern back into the water entails disqualification (i.e. letting the stern fall into the water instead of lowering it in gently by hand). Rule 10 (a). There is nothing in the rule to prohibit the use of the hand instead of the pole to turn the boat in windward boards if so desired. Breaking Tack. A yacht having come ashore need not be put about but may be put off on the same tack provided that (1) she is retrimmed and (2) her headsail is properly filled. Rule 10 (b). The mere touching of the shore by the main or spinnaker boom (or gear attached necessitate stopping and not thereto) shall retrimming. Rule 19. The decision of an Umpire is not necessarily final but in the event of any dispute is subject to confirmation or revision by the O0.0.D. * * *K * K * During the meeting, the Wickstead M.Y.C. was elected to membership of the Association. Owing to lack of time it was impossible to deal with a query from the Calcutta M.Y.C. and one or two other matters which had to be left over until the next meeting. 34 cog eecr a % Dor —— oa SS <7 — =: as 2s — LONDON JOTTINGS, LONDON The race for above was sailed at Forest Gate on April 8. Eleven entries were received and a start was made to schedule at 3 p.m. O.0.D. was Mr. H. G. Howard, of the F.G.M.Y.C. Those who attended last year’s race for this Cup will remember that a strong, but bitter North-east wind kept spectators cold and competitors warm. This year glorious sunshine favoured the event and made conditions extremely pleasant for the onlookers, but competitors were often far from happy endeavouring to cope with a westerly wind which was changeable in both strength and direction. Collisions and re-sails were the great unfortunate feature of the day and the four Umpires had an unenviable time sorting out pairs and they are to be commended on the satisfactory manner in which they carried out their duties. Wherever possible without holding up the race, re-sails were carried out immediately, but at the conclusion of the last heat at 7.15 p.m. there were still no fewer than fourteen re-sails outstanding, and, owing to failing wind and light. the only solution to the difficulty was to divide the points involved. This must always be considered unsatisfactory, but the re-sails were fairly evenly divided, and there is no reason for thinking that the results would have been materially effected had they been sailed off. ‘* Lona”’ was second last year and thoroughly deserved to carry off the trophy this time. ‘ Electra ”’ finished a very close second, but there was not much to choose between the remaining boats as will be seen from the scores, which are as_ follows :— “Tona”’ (E. W. Stone), 28 points; MODEL YACHT LEAGUE. The above League opened its Season on Saturday, MODEL YACHTING ASSOCIATION SCRUTTON 10-RATER CONSOLATION CUP. The = —s aaoSODRKAY 9 ‘ Electra ” (W. G. Robertson), 26; ‘‘ Vim II” (M. Boardman), 21; “Katrina” (H. Lamb), 20; “ Wayfarer” (G. E. Johnson), 19; “* Flier’ (R. H. Elwood), 19 ; * Ariel” (L. Apling), 18; “Sheila” (T. Williamson), 18; “Cygnet” (G. A. Piper), 18; “* Carina” {H. Wake), 17; ‘‘ La Boheme” (A. Carter), 16. After the race tea was taken in the clubhouse and to conclude the proceedings scores were checked and being found correct, were officially announced and the Cup presented to Mr. E. W. Stone. This is only the second occasion since the Cup was first presented that it has been won by a visiting boat and Mr. Stone was duly complimented. Thanks are due to Messrs. Bliss, Cooper, Smith, Levy, W. R. Johnson, Gow, Hawes and Jolly, who in various capacities, ably assisted the 0.0.D. H.G.H. March 18th, at Highgate. The event was the first round of the ‘* Stanton ” Cup Series, and drew the attendance of prominent members of the three Clubs comprising the League. A fine afternoon’s sport resulted. The wind, which had been N.W. during the morning, backed towards mid-day to about S.W. Although this gave a reach from both ends of the water, it was at times very uncertain as regards direction, and still more uncertain in strength. These conditions strongly tested the skill of the competitors, and considerable credit is due to the skipper of the winning boat for obtaining such a high percentage of points out of a possible 28. The full scores were :—*‘ Fly” (H. G. Howard, Forest Gate) 24 points; “Phoenix” (O. Steinberger, M.Y.S.A.) 18; “ Lily B” (W. Bliss, Forest Gate) 16; ‘* Accra ” (A. Snow, Highgate) 14; ‘ Medina ”’ (G. Webster, Highgate) 12; “ Katrina” (R. Lamb, = S.A.) 10; “ Merlin ” (W. Edmonds, Egiente) and “ Miss Jill” (J. Woolf, Highgate) 8 ine position of the Clubs, in the first round is, Forest Gate, 40 (2 boats), M.Y.S.A., 28 (2 boats), Highgate, 44 (4 boats). All arrangements for the contest were carried out by members of the Highgate Club with their usual efficiency. The Officer of the Day, Mr. H. E. Andrews, was ably supported by Mr. H. Hood, umpire; Mr. A. Emsley, starter; and Mr. R. H. W. Block, scorer. Competitors and their friends were hospitably entertained to tea by the Highgate Club, brief but cordial speeches closed a good day. when G.A.P. M.Y.S.A. (KENSINGTON). At the recent Council Meeting, in reviewing the year 1932, the Secretary reported that the Club had every reason to be satisfied with results, as they had carried through no less than twenty-three Club Matches (10-raters and 18-footers on alternate Saturdays), between February and November, and had competed in eighteen Inter-Club 10-rater events at home and away, in which they proved to be winners in the following :— Stanton Cup Kensington Cup (3 Races) Mayor of Hove Cup Greville Cup London League Championship Phenix Cup Hove-Brighton M.Y.A. Regatta Dacia Cup and in addition, two Team Races between Hove and Kensington—with honours easy. During the year eight new 10-raters had been added to the fleet, and there were three others under construction. An increased membership had brought things up to full capacity of the Club House in spite of the unfortunate fire and the claims of Father Time. The financial position was highly satisfactory, After the lunch interval a seven boat match was arranged, which was won by “ Nippy”’ of Bedford (B. Green), with a score of 25 pts. During a discussion which followed “high should take place between the two Clubs. R. M. 8. with a substantial addition to reserve, and the officers were therefore re-elected. The season 1933 had opened well with three wins in Inter-Club races to date. In particular, the annual ‘‘Dacia’’ Cup event on Easter Saturday— which drew entries from five clubs—Eastbourne, Hove, Forest Gate, Highgate and the M.Y.S.A. The event was favoured with ideal weather and a steady full-suit breeze straight down the lake throughout. The outstanding feature of the day was the easy win by Mr. O, Steinberger with “Phcenix’’—33 points—or nearly double that of-any other, as he was followed by the two from Hove and one of Kensington with 18 points each. The few re-sails were cleared up in the lunch interval, and as there were hone in the latter half a clean finish was reached by 5-0 p.m., when the day was rounded off with well-earned refreshments. The Secretary is A. W. Bowes Road, Acton, W.3. Littlejohn, CAMBRIDGE M.Y.C. The newly formed C.M.Y.C. have just completed their first winter season. Six days racing took place in each of the three local classes. Class I. 36” restricted. Class IJ. Boats under 48” L.O.A. Juniors. Boats under 30” L.0.A. skippered by members under 16 years of age. The results were as follows :— Class I. Holder of Whitworth Challenge Cup for one year and winner of Class Cup. “ Viking” (R. 8. Momber), 117 points. 2nd prize. points. Class 22, “Spare Time” (C. F. Neal), 108 Ten entries. II, Class Cup, “Winsome” (C. W. Momber) 102 Burling), 107 points. 2nd junr., tea,’ it was suggested that a series of exchange visits points. prize. “ Firecrest’’ (R. S. Nine entries. Juniors. Junior Cup, “ Mermaid” (Miss D. Momber), 121 points. 2nd prize. ‘‘ Cutty Sark” (R. E. M. Momber), 108 points. Twelve entries. HOME COUNTIES. BEDFORD M.Y.C.A. v. HIGHGATE M.Y.C. The Bedford Model Yacht Club were visited by members of the Highgate M.Y.C. on Sunday, March 19, when two models from the latter Club competed against two from Bedford. The class used was the International A-class. The course gave a close reach-out and a broad reach home, scoring being fixed at 3 and 2. On the outward board in the first heat ‘* Limbo ” (Bedford) was successful against ‘* Marmora ” (Highgate), and ‘‘ Miss Bedford’ beat “‘ Cyclone ” (Highgate). On the return board both Highgate boats notched the points. In heat two “ Limbo” scored against “Cyclone,” and “ Miss Bedford” took the points from ‘‘ Marmora ”’ on the outward board, but again the Highgate boats won on the return. ‘* Limbo” lost the outward board to ‘‘ Miss Bedford ” in heat three, and “‘ Cyclone” beat her Club mate “* Mar mora ’”’ but on the home board ‘‘ Limbo” and “ Marmora,” were the successful boats. Bedford thus won the match by 17 pts. to 13. Individual scores were ‘‘ Miss Bedford”’ 9 pts.; ** Limbo ” 8 pts. ; “Cyclone” 7 pts. ; ‘‘ Marmora ”’ 6 pts. NORTH OF ENGLAND. BRADFORD ML.LY. & P.B.C. The April meeting was held at the new headquarters, the Stone Trough Inn, Rawdon, on the 5th of the month. It was decided that Elimination Races be held on April 8th for the Easter A-class and 10-rater events. After the business was concluded, Mr. Frank Hirst, one of the members, showed a cinematograph picture of several local scenes, notably the extraordinary exhibition on the part of a 10-rater that apparently thought the best way home was in a circle. This was followed by several reels of the Glenham Cup Race at Surbiton last year in which Mr. Hirst participated. The Elimination Races resulted in the following yachts being the successful ones to sail at Easter :— A-class: “Black Prince” (N. G._ Bailey), ‘**Tmperia ” (A. E. Garbutt), “Juno” (E. North); 10-raters: “Renee” (KE. Turner), “Surprise ” (J. Brayshaw), “ Sheila” (S. Roo). Jd.2. C. 7 is gratifying to hear that there will be at least two Scottish entries forward for the British Empire Championship at Fleetwood and that there is some expectation this number may be increased. Whatever the reason, we are sorry to see the A-class making such a slow and limited appeal in Scotland apart from the North. In the North we understand more interest is evinced and comparatively numerous models have been built or are in progress. First Lerwick and then Aberdeen have taken the Lilian Cup trophy and anticipation is that competitors from both these districts will put up a keen fight to repeat their success in the forthcoming contest this season. The prospective Aberdeen boat is a new model from the board of Mr. J. G. Feltwell, and presumably “Da Shetland Lass” will again represent our Lerwick friends. For ourown part we would desire that models of exclusively Scottish design and construction should come forward and compete for the supreme honour of representing Britain in the World Championship. We have several designers capable of producing high class lines and a plethora of skilful builders, and we are confident that purely Scottish boats would be capable of putting up meritorous performances if only sufficient interest can be evolved to induce our experts to give the International A-class the attention it undoubtedly deserves. We are aware that ponds of sufficient size and otherwise suitable for testing purposes are not readily available but given enthusiasm this difficulty is not incapable of solution. Possibly also the industrial position mitigates against participation in ventures necessitating a good deal of expense to provide representation worthy of our high traditions. Wake up, Scotland! We know you are able to give all others a neck and neck run for it with a little determination. Why not lift the International Cup ? We have no further information regarding the semi-jubilee Regatta of the 8.M.Y.A. beyond the assurance that there will be a large concourse of entrants for the event on 24th June and there is every indication of a very successful meeting. The intention is to provide a demonstration calculated to arouse unusual public interest and provide propoganda for the advancement of the sport. If the Clerk of the Weather will only be kind ? Dumbarton opened their season, concurrently with quite a few others, on April Ist. Favoured with a good breeze and pleasant weather conditions (Dumbarton’s proverbial luck) the function proved an unqualified success. Provost Bilsland started the first pair of boats and was supported by Dean of Guild Menzies and other local notabilities. The Provost in the course of a brief address referred succintly to the Scottish Secretary’s favourite quotation about model yachts (?) having been discovered during the excavations at Ur of the Chaldees. Commodore J. N. Todd welcomed the visitors with a few appropriate remarks and expressed the hope of an interesting season in prospect. After some general cruising a mixed race for 12m. and A-class Models was run. The honours were secured by “Helena,” A-class. It is notable that this model is about 30 years old and has been converted to her present class from that of 20 rater ! Aberdeen staged an enjoyable function early in March in connection with their annual presentation of prizes. A company of about a hundred members and friends foregathered in the St. Nicholas Cafe and, initiated with a Whist Drive, a most pleasant evening was spent, in the course of which the VicePresident, Mr. John Reid, presented the following trophies to the successful owners :— Fouler Cup, A-class; “Caroline,” Mr. A. Cunningham. Glegg Cup, “Venture,” Jas. McBay. 10-rater Cup, “Maggie,” A. Walker. Wood Cup, “Thistle,” Jas. McBay. Reid Cup, ‘Caroline,’ A. Cunning- ham. Moir Cup, “Venture,” Jas. McBay. Regatta Cup, ‘“Thermopolac,”’ John Hay. Open Club Challenge Cup, “Onward,” Jas. Caldwell. As a mark of gratitude and appreciation of his unremitting serviccs as Secretary over the long period of 11 years, the members presented a barometer to Mr. J. Brown, M.I.N.A., who has recently retired from Office. In making this presentation the Vice-President eulogised Mr. Brown and stated that the club was very largely indebted to him for its continued existence and state of prosperity today. His labours had laid the foundation for the success now being realized in solid stability. Mr. Brown acknowledged the compliment with a few suitable remarks. The new season opened on the 25th March under exceptionally fine weather conditions and with a considerable gathering of the general public present an interesting afternoon resulted. The race, for the 15-Rater Cup, was won by “Onward,” Mr. Jas. Caldwell. Aberdeen Model Yachting is favoured with an intense amount of interest on the part of “the man in the street’ and the races invariably bring out large numbers of spectators who follow the contests with keen appreciation as is perhaps to be expected in a City so closely connected with the Sea and Seamen. Recently the A-class has attracted to itself a good deal of favour among the Aberdeen sailing men and at present there are no less than seven or eight craft on the stocks in various stages of construction. There is some suggestion in fact that eventually the Club will become exclusively concerned with the International Class. There is an example for the rest of Scotland. inaugured the new season with a race for 12-m. on Ist April. The “West” A good deal of interest was created by the presence of three new models among the entry of ten competitors. Fine sailing weather conduced to a satisfactory test for the fleet and on the conclusion of the sailing the wellknown ‘Regulus’ and ‘‘Melody,” one of the new boats, each returned a card of fifteen points. In the consequent sail-off ‘‘Melody” carried off the honours against somewhat the comfortably, redoubtable no ‘Regulus.’ mean feat Third and fourth places were taken by “Canopus” and “Elizabeth® respectively both of which sailed exceedingly well and will develop into dangerous thrashing out the issue under the control of Messrs. G. Mitchell and D. Watt as Officers in charge. We were unable to remain to ascertain the result but the competitors appeared to be enjoying the race. Greenock now sails in sections with a final between the leading boats and appears to find the system satisfactory and conducive to definite results being arrived at. We had an interesting conflab with Secretary J. Thomson Wilson who informed us that they had confident anticipations that certain contemplated improvements to the pond would materialize shortly. The Junior section is continuing to make satisfactory progress and now consists of 40 sailing members. The Club season opened on Ist April with a race for 12-metres which brought out an entry of fourteen competitors in charge of Messrs. R. Dobbin and J. Green. Under a fresh S.W. wind the models footed it to some tune and the final between “Caryll,” J. Sorrie, and “Polly,” J. Thomson Wilson, gave rise to some excitement, “‘Caryll’’ eventually sectiring the winning gun ‘‘on the post.” We are exceedingiy pleased to hear that the Stranraer Club is applying for affiliation to the challengers as the season progresses. Altogether the opening event argues well for a succession of highly sporting contests before laying up time Scottish Association and have no doubt we shall have the honour of welcoming them into our eommunity in due course. We hope they will find comes round again. inspiration and encouragement from our association and have no doubt we will equally obtain benefit through our intercourse with them. We have taken an opportunity of looking up our old friends at Greenock on the 8th ult. and found thirteen 12-metres in a rather light breeze, Tue Scottish CoMMODORE. EXPERIMENTS WITH FLASH STEAM PLANTS. By J. VINEs. (Continued from page 13). A LTBOUGH anyone reading my previous articles may think that the building of a flash steam plant is a fairly simple matter, there is no doubt it entails a considerable amount of experiment before getting it to function satisfactorily. In my case this has extended over a good many years, during which I have watched many other experimenters, and derived a good deal of pleasure and useful experience from them. I suppose in common with other model men there have been times when I have felt the “speed complex,” especially after seeing Mr. Clyford’s celebrated ‘‘Chatterbox’’ doing the wonderful speed of forty-three miles per hour round the pole. This leads me back to some years ago, whilst recovering from a sharp attack of *flu I passed the time away by sketching new high speed engine designs and one of them is shown in the illustrations. original designs, not to overlook a very important matter in connection with high speed engines, viz. balance. With the ideas of speed, power, and light weight in a limited space I built the engine as shown, twin cylinder exposed, | in. bore, ? in. stroke, cranks set at 9000 to make it self starting, thus saving flywheel weight, oil and water pumps geared down as shown in the photos, ball bearings fitted to main pump eccentric. shaft, water pump shaft and oil this part of the story should be headed ‘‘Dont’s, Steam is admitted to the piston valves as shown with lead from the oil pump. Casing and framework are made from tool steel, cylinders from steel tube built up and brazed. Pumps my usual pattern screwed on the outside of the barrel to give varying adjustments, and as will be noticed the water pump valve chamber was fitted with an air compression chamber, although in the light of later experiences I have found this unnecessary. I think, perhaps, it might be as well to add that or how not to do it,” my justification being that it may help others who contemplate building from my experiments have taught me that if a pump is required to work at high speeds, as those on flash Here, I suppose it would be better to add that steam plants generally are, the valves must be a good fit and as light as possible, the lift restricted, this being apparent when we consider they are asked to rise and fall sometimes over 1,000 times per minute and that the water passages and connections are not smaller than the bore of the pump where this is possible, it will be found that troubles from this very necessary fitting to this kind of plant, so frequently found when running are reduced to a minimum. Well, to continue the story of the engine that “‘would’nt,” after a lot of work it was assembled and ready for its trial in the garden tank. It started quite well and showed a remarkable power for its size, wisking round the largest propellor I had in fine style and taking the full load with practically no decrease in speed, but the fault was soon apparent when really high speeds “were reached, viz. faulty balance, which from the design of the engine it is impossible to rectify. However, I do not regret the time and labour spent on its construction, as many valuable lessons were learnt as to “how not to do it.” Another necessary small fitting shown in photos 4 and 5, is an easily made water filter, which can be fitted inside the boat where it is readily accessible. It is, of course, realised that a flash steam plant is “kept alive” only by a steady flow of water being fed via the pump to the coil, and at the same time this must be free of dirt, grit or sand,which if allowed to pass is liable to get under the valves, putting them out of action and stopping the engine with perhaps serious consequences if it occurs in midstream, as the blow-lamp is then heating an empty coil. In the writer’s experience this is liable to occur on certain lakes when starting a boat from the bank side, the wash from the propeller churning up the mud and it is always advisable to watch the water that is being drawn up on these occasions. The water scoop, of course, should be fixed in the hull in a position where the movement of the boat against the water helps its intake (not forgetting of course that if the hull at speed has a tendency to rise at the bow, due allowance must be made), then carried through the tube to the filter, the connections being short lengths of indiarubber tubing which allows easy removal for cleaning. The filter in this case was made in the form of a circular brass box, the two ends screwing together the gauze fitting on a flange, so that when the two parts are screwed together the gauze is tightened in the centre. It is easily cleaned by reversing under a running tap. View of Engine showing Gears and Valve Drive. to one from the engine to the propeller shaft, this of course depending on the size and pitch of the screw used. The coil boiler should be made larger, wound say on a 33 ins. mandrel and the blow-lamp flame directed so as to fill the coil, or of course a double ee coil with twin blow-lamp burners would be suitable, this meaning perhaps more work, but would give a greater reserve of power and should be easily carried in a hull of this description. Overhead view of Engine. In answering a query from a reader as to the possibility of using flash steam plant for driving a tug, I see no great difficulty in this and would suggest a double cylinder engine, such as a Stewart Turner “Sun,” if it is to be bought, or if he proposes to make his own up. an engine such as described in previous articles with two cylinders instead of one, as shown. The drive would be arranged through gears, a ratio of say four or five (a Filter for Water Intake. The Intake Filter opened Oil Pump and Piston Valve Drive. to show Gauze. 40 7, I should scheme think if through it it is would decided be a to very carry this interesting experiment, and I shall be pleased to help the enquirer with a rough outline sketch of the plant if he will communicate through the Editor. It is within recent years that a model locomotive was on the market driven by flash steam, and I steam pee Kae do not foresee any difficulty in adapting it to a fairly slow moving model boat such as a tug. I have just tested my new boat in the garden tank, preparatory to her trial trip on the lake, and tried a new superheat oil just brought out by Messrs. Bond’s, and find it so far one of the best [have used for the superheat inseparable from flash steam. Readers are reminded that Mr. J. Vines will answer their queries about flash All letters should be addressed to him cio MARINE or petrol plants. MODELS, and must be accompanied by stamped addressed envelope for reply. i r n age S ~ mete ‘mo ne’ | YACHT ® _ NOTEeSS) CAsSOCCA OX |~~ yr little appears to be happening in Inter- national Model Yacht circles. There is.silence all round. and the U.S.A. are so engrossed in their national political unrest that there is but little time for aught else. may Our friends ee ~- overseas oe possess -—~ tt oer great designing talent, great skill in building and much cleverness in handling. Perhaps this silence betokens that both Europe It eco be however that this view is wrong, and that the quiet only veils a steady preparation for the great tournament at Fleetwood in August next and that sundry dream ships are fast approaching completion. Let us devoutly hope so. For the good of the sport of model yachting it is high time that the long victories should succession of British receive a check. Not one of us would wish for or anticipate defeat but all good sportsmen would be happy to witness the advent of some clipper who proves herself almost invincible. We are waiting. MODEL YACHT FITTINGS. We call the attention of readers to the whole page advertisement of Messrs. J. Alexander This firm have had certain components large quantities and therefore are able fine range of fittings at very competitive and Sons. made up in to offer a prices. We have had the opportunity of examining a range of their latest productions in this line and can recommend these fittings as being good, sound work and well finished. Britain possesses no hidden secrets in the factors of the A-class Rating Rule, no dominance in the natural factors of either wind, water or weather. No! we are but quiet simple souls without guile and our wish is that the affiliated clubs should cross the seas and strive for victory. A. E. FOSTER, Hon. Sec. I.M.Y.R.A. TRAVELLING FACILITIES FOR FLEETWOOD REGATTA. The L.M. & S. Railway Co. has intimated that during the Regatta Week at Fleetwood in August, cheap Return Tickets, at single fare, will be issued from all towns within an 80 miles radius of Fleetwood, Nothing is more aggravating than to have a breakdown in the middle of an important match through failure of bought fittings. Model yachtsmen can be sure they will not be let down with this firm’s goods. Model yacht builders and secretaries of clubs whose members are interested in building should get into touch with Messrs. Alexander. The trade is also supplied. Advertisements ili BLUE PRINTS OF DESIGNS Model Yachts. Volumes I-—V were published under the title of “The Model Yachtsman.”’ A-Class. *“Thisbe,” (Marine Models Design)* Half-size with Section Plan full-size, 15/- post free. Title Page and Index. Vols. I, II or III. “Courtesy,” by A. W. Littlejohn* “Mussolini,” by Sam O. Berge, (Norway)t Binding Cases. *Elusive,’’ by Herbert Almondt Price 6d_ post free. “Onward,” by Reg. W. Lance* Vols. 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Readers having copies of out of print. numbers are invited to return same for credit, 1/per 6-Metres. *Kalulu,” by John Morton Jamest “Gudrun Elvira II,” (new design,) by Sam One copy only each, Vol. I, 22/6; Vol. II, 17/6; Vol. III, 17/6; Vol. IV, 17/6; Vol. V, few only, 15/-, post free. Back Numbers, Half-size Prints 12/6, post free. 10-Rater. “Flying Spray,” by A. W. Littlejohn* Half-size Prints, 12/6 post free. *feonora,”’ by W. J. Daniels, (New Design)* Full-size Prints, 21/- post free. 36" Restricted Class. “Babette I,” by W. J. Danielst ‘Babette II,*’ by W. J. Daniels* Full-size Prints, 10/6 post free. 30 Restricted Class. “Jenny Wren,” by A. W copy. Littlejohn* No other returns can be taken from either trade er private readers more than eight weeks from Full-size Plans. 8/6 post free. date of issue. *Fin-and-Skeg, +Full Keel. All contributions and Editorial communications should be addressed to The Editor, and must contain name and address of sender. 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Full-size for 1-metre model. 8/6 post free. 1-Metre Racing Hydroplane. “Flying Fish.” Hull design by Reg. W. Lance. Half-size. Sections full-size. 4/6 post free. Petrol Racing Engine. Under 30c.c, for metre Hydroplanes, by J. Skingley. Full-size design, 3/6 post free. B. In order to save time, all letters should be clearly marked in the corner with the name of Department and addressed: Above obtainable from the Offices of MARINE MODELS, GOLDEN HOUSE, GT. PULTENEY LONDON, W.1, MARINE MODELS, STREET, GOLDEN HOUSE, GT. PULTENEY STREET, LONDON, W.1. Advertisements iv OUR LIBRARY BOOKSHELF Model Sailing Craft rs .. Elements of Yacht Design, (Skene) 24/-" Barlow’s Tables of Square and Cube Roots. aed ie 7/6 Model Sailing Yachts. ves 1/6 Model Power Boats. Vol. I. Decorative 6/- (McCann). Ships. (Barbary Pirate Clipper Ships,‘The Sovereign of the Seas.’ (Should be in the library of every Clipper Ship Modeller). Vol. III. U.S. Frigate “Constitution.” (Contains a mine of information for Ship-of-War Modellers). 12/- per volume.* Ship Model Builder’s Assistant. By Chas. G. Davis. the NORFOLK BROADS. The undernoted yachts are personally known and recommended by the Editor of this magazine. Prices are below similar boats offered elsewhere. (Reprint). Le an Sails and Sailmaking. By Robt. Kipping. (Reprint). em wee 6/- Attendant and dinghy. Bungalow Lane, G. Thorpe “NYANZA.”’ 8ft. dins. X 12/6 (Contains a splendid collection of photographs of Models of all periods). ‘The Cutty Sark.” Part I. (Hull Lines and details). Part Il. (Spars, Rigging and Sails). 8ft. < Andrew, 29ft. Smart boat. See below. Single cabin. 2ft. llins. x Self-emptying Rowing dinghy. Attendant. 28ft. x Self-emptying W.C. FTast boat. Without See below. “MERRY HEART.” Single cabin. 27ft. Rowing Self-emptying dinghy. Without Attendant. Very fast. See below. “SIREN.’’ Cabin yacht. 20ft. x 6ft. x 2ft. Bin. Handy Craft. Without Atten- dant. See below. “DAPHNE.” 7/6 each part. St. Single cabin. 2ft. llins. Without Attendant. W.C. .. With Thetford, Norwich. x 8ft. 3in. X 2ft. 9ins. From Carrack to Clipper. ‘wo 32ft. X 8ft. Bins. x ft. 8ins. Very fast. Excellent skipper Rowing dinghy. and invaluable to Square Rig Modellers. - by Daniels. who is ready to instruct in sailing. *“*BLUE BIRD.” 5/- The above are reprints of contemporary books By C. N. Longridge. *“‘PIYARI,” designed W.C. 27/-" Masting and Rigging. By Robt. Kipping. By IF’. C. Bowen. on cabins, separate W.C. Felucca and Spanish Treasure Galleon), Vol. II. is a cruise (New Edition). By Edward W. Hobbs, a.1.n.a. ... Ship Model-making. IDEAL HOLIDAY 25/- by W. J. Daniels and LI. B. ‘Tucker. ... THE MODEL YACHTSMAN’S Half decker. 22ft. — The Editor accepts no responsibility for opinions eapressed 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. MANY needed by the journalist. THANKS! Sir, I have read the magazine through from Volume 1, No. 1. May I express my deep gratitude to all contributors, especially singling out the technical what he is sling ink. too many the first.— The first is to know writing about ; the second to be able to Unfortunately for the credit of the craft have the second qualification without Editor, M. M. men ? The writer realises, perhaps more so than most readers, how valuable are the articles dealing with the inner science of the craft of designing and building—knowledge that was hitherto well-guarded behind the doors of the ‘ Office’ or mould loft. Every wood shipwright should take this magazine if only to become really efficient at his own trade. MERITS OF HIGH SAIL-PLANS. Sir, It has been contended by some (and I myself have been inclined to agree), that the high narrow sail-plan was responsible for models wandering in very light airs, but I am inclined to think now that Your extract from the ** Evening News,” February, the reason arises from one of the following causes— 1933, has brought no comment so far from any of your readers. The extract is signed “ Algol.” some vice in the hull or an incorrect method of setting these high narrow sails to obtain a satisfactory result. Apart from the strange resemblance phonetically to ** Alcohol,” may I add that it seems necessary to assert that a man who can build a yacht (big ’un or little “un) to within 0-1” of her specifications, and in the model make her fittings as well, stands about forty chances of getting a job to-day to one of the journalist. Moreover if an owner-builder model-yachtsman and a journalist set off together ‘““on the road” looking for the aforesaid job, it is a safe bet as to which would starve to death first ! D. R. (FLTD.). We thank our Correspondent for his kind opinion of our magazine. He is a little hard, however, on journalists! In our opinion there are two things Given a perfectly balanced hull it is only a matter of correct sail adjustment, and the high narrow plan will be found even more efficient than less extreme sail-plans. To obtain good results one thing is necessary. The mainsail should be laced instead of being attached to a jack-stay. Even an adjustable jack-stay is not quite the same thing unless perhaps made of thin silk fishing cord. A bar hard wire jack-stay may be all right for a normal sail-plan under certain conditions but I am convinced that this is not effective in light airs. C. DROWN. REVIEW. By Dick DEADEYE. THE CUTTY SARK. Vol. 2. By C. N. Longridge. Percival Marshall & Co., Ltd. Price 7s. 6d, The majority of books about ships are useless to the modeller as they consist of yarns making easy reading. No doubt this appeals to a larger public than books such as the present for the simple reason that the serious student and modeller is in a minority. In these two volumes Dr. C. N. Longridge has spared no pains to collect every possible detail. What we particularly applaud is that the actual practice (as used throughout. give on the ship herself) is given The majority of books for modellers bowdlerised versions of especially for the model maker. details simplified When authors do this the writer feels that it is writing down to an inferior class of modeller rather than inspiring a “proper job o’ work.” regularly to MARINE MODELS. Our eye may be at fault, but to us the thickness of the yards in the plate is disproportionate to that of the thickness of the masts, but there is no excuse for any modeller to go adrift as the author has done his work so well and the text contains every needful measurement. With Basil Lubbock’s book to give the history of the vessel in a form to appeal to the casual reader and Dr. Longridge’s two volumes to give the exact detail of the vessel, “Cutty Sark” is well perpetuated. Whether she was the fastest clipper (which we very much doubt), she is certainly the one about which future generations will know the most. Whether the ship modeller buys Basil Lubbock or not, he cannot afford to be without these two volumes by Dr. Longridge. Even if “ Cutty Sark ” does not appeal as much as her even more beautiful sisters, the details of build and equipment of a clipper are invaluable to every serious student of sailing vessels of this era. The poorest part of the work is the folding plate We conclude this review by again pressing the claims of the peerlessly lovely “Ariel” or ‘“* Thermopyle ” as subjects for this gifted writer’s next books. A) % \) XX) x) oe, 46, ey x\\WX\X showing the sails and rigging. The number of firstclass draughtsmen who thoroughly understand sailing ships is extremely limited. Easily the best of these is Mr. G. W. Munro, who contributes ELOERLY FORGET ENTHUSIAST THAT HE’S WAITING GET HOME HE TRYING / TO EVER FOR A BOUGHT A CORRIDOR TRAIN To THE 10-RATER (or EVERY PICTURE TELLS A STORY !) From an Original Sketch by F. Cobb. 46 THE M.Y.A. 30-in. RESTRICTED CLASS MODEL “JENNY WREN.” OF the very evening that the Council Model Yachting Association finally the Restrictions and Limits for the new Restricted Class, we commissioned Mr. of the decided 30-inch A. W. Littlejohn to design a boat to the class specially for the readers of MARINE MODELS. Our only instructions were that she was to be the biggest and fastest boat that would fit the class, and right up to the Limits in every respect. The resultant boat is “Jenny Wren,” a fine sturdy little craft that should give a good account of herself in any company. Builders who are careful of their weights should be able to get a good 6lbs of lead into her keel. In such case we think that her sail area might with advantage be considerably increased provided the owner is prepared to have three suits of sails. Again there is no sail measurement in this class and we do not know why the designer has limited the size of the spinnaker to the measurements of the foretriangle. In fine weather at all events a masthead spinnaker could be used with considerable advantage. The mainsail requires four battens in the leach equally spaced, the upper and lower 3} ins. and the centre ones 44 ins. long. wi 335 “JENNY WREN.” Sail Plan: One-tenth of full-size. 47 THE FULL-RIGGED MODEL SHIP “EILEEN O’BOYLE.” (Concluded from page 11). De —— NE NN eee EE By Doveuas J. Boye. De round beauty in a sailing ship model is an ex- The only thing I can suggest for the achievement ceedingly peculiar and elusive thing. You may have a hull which is delightful by itself and you may have a sail-plan which is thrilling, by itself, but the combination of the two may be disappointing. On the other hand, you may have a hull that looks distinctly plain and homely, and a sail-plan which seems distinguished by nothing except geometrical neatness. The combination of the two may be sheer loveliness. Again, a sailing ship model is peculiar in this way. of that soul in your model is this. Look about for a beautiful ship, or the picture of one, and then let the grace and harmony of her sink right into your She may look well on the table ; and be a hopeless failure on the water; hardly able to stand up on a lake that is like a mirror. Another ship will seem fair and efficient when sailing, and annoy one exceedingly on the study table, by that abomination in sailing ship models—a deep fin-keel. To produce a ship which delights one in the home, and sails well on the lake, without the necessity of removing or re-placing an absurd fin-keel (that horror of unutterable horrors), is a work that Love alone can hope to do. My opinion is—that it is Luck, and sheer Luck, when you turn outa fine ship. Because you love the ship, and because you long to see created a thing of beauty, somehow, a thing of beauty comes ; and the less you worry about it the better. Beauty, in a ship, means proportion and harmony, a sweet curving and flowing of lines, the achievement of balance and agreement. It is something compounded of grace and harmony. It is the putting of a spirit of life into dead matter; and when I say that it is Luck and Luck alone that brings along that last touch of greatness in a ship I am not forgetting that it is Love which attracts that Luck, Love and hard work. The secret of successful shipbuilding seems to me to be this—you must try rather to capture the beauty than to copy the dimensions. Get the proportion, the symmetry, the grace; and the dimensions will soon begin to look after themselves! That is why all this modern insistence on weight limits and size limits annoys me exceedingly. What produced the freak plank-on-edge yacht of 40 yearsago ? Limits ! What makes a hash of every rule that ever was made ? Limits; and the endeavours of model makers to stretch every point they can within those limits ! + We don’t want spirit of beauty. dimensions. We want the I hope all model shipbuilders will get firmly hold of that idea. It would be intolerable if the Sailing Ship, the loveliest of all vessels, were made into a racing machine only. A ship avithout beauty is a woman without a soul. Dimensions are merely a guide. It is the soul you want. heart. Then, try to re-create that beauty, rather than the ship! It is the spirit of the thing you want, not the letter. What you want is that something which goes to the heart, that serenity and loveliness, that balance and harmony, that bird-like grace. You will be a handy fellow if you can capture it once, on one ship. You will be a genius if you can get it twice, on ships of different lines, displacement, and attainments. The trouble is, that in a sailing model, you get speed and weatherliness at the expense of reliability ; and that, in my opinion is a poor bargain. Nay, to some extent, you only get beauty in the ship at the expense of reliability, since the glory of a sailing ship, her tall sail-plan crowned by a small skysail, or a moonsail, is bound to make her more tickly to handle on all courses save a plug to windward. But beauty you must have in a sailing ship, or else you have failed miserably. Plank-on-edge and fin-keel monstrosities are a crime against decency, in this branch of model-yachting. Now, you Scots, what about it? Your fathers built the finest sailing ships that ever ploughed the seas. Nay, we can even claim the immortal Donald as a Scotsman, since you do not breed out the blood of a hundred Scotsmen by one generation in Nova Scotia! Rather, you make the blood still more Scotch ! Just as the Yorkshireman has a natural feeling towards horses and a cricket bat, so the Scotsman has a natural genius with a sailing ship, both for building her, and driving her. I look to the men from North of the Tweed to produce us, first, ships we cannot but fall in love with ; and, second, ships that will sail. And we expect of them ships that are lovely alike on the study table, on the water, and in their moods. And now for the sail dimensions of the * Eileen O’ Boyle.” The lower edge of each squaresail can be taken as being the same in length as the upper edge of the sail below. In more seamenlike language, the foot of an upper sail will be the same in length as head of the sail beneath it. Depths are the perpendicular depths, In using these sail-dimensions, builders should be careful to remember that there are two factors to keep in mind, if they are to place their trusses at the right distances apart. These factors are the thickness of the yards themselves, and the length of the slings they are using. Judgment will be necessary. 48 SQUARESAILS. In inches. Head of sail giver first. Foremast.—Foresail or fore course : by 13-7. Lower fore topsail: 12 by 3-2. Upper fore topsail: 11 by 3-2. Fore topgallantsail: 9-6 by 4-5. Fore royal: 13 by 4:3 of the cranes. 8 by 3-1. Fore skysail: 6-4 by 2-9. Mainmast.—Main Sail, or main course: 5 by 14:5. Lower main topsail: 13-5 by 3-7. Upper main topsail: 12 by 3-4. Main topgallantsail : 9-6 by 4-8. Main royal: 8-6 by 3-6. Main skysail: 7-1 by 3-4. Moonsail: 6-4 by 2-5. 13-5 by Mizzen Mast.—Lower mizzen topsail: 3 by 11-75. Upper mizzen topsail ; 10-5 by 2:8. Mizzen topgallantsail: 9 by 4-2. Mizzen royal: 8 by 3-1. Mizzen skysail: 6-5 by 2-75. 11-4 by Then go over your own ship, sail by sail, with a ruler ; for it is fairly certain that the sail-dimensions here given will not exactly fit upon your ship. They should be used as a guide; not followed slavishly, since you want your sails to fit tightly, and a tenth or two can easily mean a flabby sail, which is exactly what you do not want. FoRE-AND-AFT-SAILS. Combined inner and outer jib: cranes from one another can easily be estimated from the sail-dimensions given. Allow, say, 3 or 4 tenths of an inch for half the thickness of the yard, and the length of the yard sling, adding this amount to the given depths of the squaresails to get the positions 18 by 9 by 12. Angle at the tack is about 36 degrees. Fore topmast staysail: 13 by 7 by 10. Angle at the tack is about 52 degrees. Main topmast staysail: 13-5 by 7-75 by 11. Angle at the tack is about 63 degrees. Main spencer: 7-2 by 5-3 by 6-8 by 8-3. Angle at the throat 136 degrees. Angle at the tack 80 degrees. The Spanker: 6-5 by 4-5 by 7-75 by 8-5. Angle at the throat is 138 degrees. Angle at the tack 80 degrees. It must be remembered that the sails will have to sit tightly. The beautiful bulging sail of the sixteenth century carrack must be avoided at all costs. You will never sail to windward with those ! The best thing to do is—first of all, to place your trusses or cranes on the mast, in the positions they will have to occupy, before ever you cut out a single sail at all. Then get your yards hung up on these cranes, to dangle freely. The distances of the Remember that your yards will be just one inch longer than the head of the squaresail which is attached to it; that half an inch of the yard must jut out from its own sail at each end. You will not have to worry about the transverse dimensions, when shaping your yards. That will of necessity be a simple matter. Add one inch to the length of the head of the squaresail to get the required length of the yard which is to carry it. But the distances apart of these yards, vertically, is a matter which you will have to be careful about. You want a tight fit. Therefore, when you have hung up all your yards on their trusses, in such a way that the resulting sail-plan, when the sails are bent on to the yards, will be something like the drawing, and of approximately the same dimensions as are here given, measure up your own svils to fit nicely upon the yards as you have placed them. There is bound to be a slight difference between the sail-dimensions as here given, and the sail-dimensions which you will actually have to use. That is nothing to be frightened of. tight sails. You need Therefore, if the depth of your square- sail has to be a tenth or two more or less than the dimensions given, you need not worry. The necessary allowances will put you into the way of using judgment in the matter. The thing to remem- ber is that you need a tight sail, where the squaresails are concerned. Each squaresail must be pulled down firmly at the clews, and sit flat. Thus your measurement of the depth of each squaresail must be one you have made your own self from your own ship. Printed and Published for the Proprietor by H. G, STONE, Town Green, Wymondham, Norfolk. (BIPOD MASTS) MODEL YACHTING ASSOCIATION. All Race winners in the near future will be Bipod JUNE FIXTURES. fitted with Masts I have spent two years experimenting with these and have now achieved great | rigidity combined with light- JUNE 3rd, (2-30 p.m.), ness. 5th, (11-0 a.m. and 2-30 p.m.) Hastbourne Cup (A-class) at Gilbert Recreation Ground, ast bourne. JUNE 5th, (10-30 a.m. and 2-0 p.m.) wondon 10-rater Regatta Rick Pond, Surbiton. Masts are made of Sireamline section Duralmin tubing. Alljoints are rivetted to angle castings. I also make Swivelling Masts (centre), of the same material. at Forty years’ experience in designing, building and Sailing all kinds of model craft. JUNE 5th, (10-30 a.m. and 2-30 p.m.) Manchester 10-rater Regatta at Platt Fields, Rusholme. ro JUNE 11th, (11-0 a.m. and 2-0 p.m.) Hand-made Fittings brass or chrome finish. National 10-rater Championship at ‘he Lagoon, Hove. in Andrew J. Bark 26, Alderley All entries must be mude in accordance with Rules, also Condiiions in Fixture List of the M.Y.A. \. ————— Road, NORTHWICH, Ches. ’ MODEL YACHT SAILS CHICAGO FUND. ‘ a speciality. The “Spirit of Progress’ Regatta at Chicago takes place on June 19th and 20th. Great Britain will be represented by Mr. W. H. Davey with his yacht, “ Dawn.” Carefully designed and adjusted. Of the BEST UNION SILK. Fittings and Accessories Supplied. Contributions to the Chicago Fund should reach the Hon. ‘l’reasurer of the M.Y.C., (J. E. Cooper, 26, Warren Road, Wanstead, Essex), by 14th inst. W. CAINS, Sailmaker, 7; KING’S ROAD, GOSPORT, HANTS. | So far the response has not been as large as is necessary, but doubtless Club Secretaries have been keeping their lists open as long as possible in order to make ‘YOUR MODEL| an adequate contribution. It is hoped that every Associated Club will send a donation. should be Waterproof, Permanent & Solid Ensure this by using a Glue that is Water, Heat and Acid Proof, with an official breaking strain in wooden joints, moist and normal, of over 1,100 lbs. per square inch. Contributions are also invited from individual model yachtsman. C. N. FORGE, Tin containing 20z. 8d., or 4lb. 2/1, post free, from (Hon. Secretary M.Y.A.) Test 151, Lichfield Grove, London, N.3. Dept. M. y, .- Waterproof Glue, 30, Red Lion Street. Holborn, W.C.1 TRADE ENQUIRIES INVITED. In replying to Advertisers, please mention MARINE MODELS. , Fe E. GRAY & SON, Ltd., ESTABLISHED \ is | 1822 Model Yacht & Ships Fittings To the Model Maker. We carry large stock of TOOLS and MATERIALS. Let us know your requirements. TOOLS MATERIALS Rules Chisels Gouges Oilstones Drills Augers, etc. Wire in Coils and Rods in Brass, Nickel, Steel, Copper, etc. Wood and Metal Screws Tubes and Fancy SUPER carved down to % in. thick sides and have a 5in. beam and 30 in. Destroyer, Cargo or Liner, Speed Boat Hulls, 23/6 39 in. os Carriage extra. Metal Rods * +s “a PY ” 2/6. Quotations given for special Hulls. HULLS, Restricted Type. Carved from finest pine, lead keeled and decked. Prices, 24in., 28-. 30 in., 46,6, Carriage extra. QUOTATIONS PER RETURN. DELIVERY AND HULLS. 4in. depth overall. The 39 in. hulls are carved to 3/8 in. thick sides and have a6 in. beam and 5 in, depth overall. YACHT PROMPT BOAT These beautiful hulls are carved out of finest quality pine and extremely light in weight. The 30 in. hulls are SAIL Super SATISFACTION. Sail Cloth, light 42 ins. wide, 2/3 yd. CLOTH, in weight, Plus postage. but extra strong. Send for sample. Illustrated Model Catalogue, 170 pages, 6d. post free. Bond’s 0’ Euston Road, Ltd., | 18 & 20, Clerkenwell Road, London, E.C.1 : ae ye 254, Euston Road, London, *’Phone Museum 7137 al N.W.1 Established 1877 a ie rineAu-Britisy LLEWELLYN RYLAND, Ltd., Birmingham, England. *%”‘s,l,over In replying to Advertisers, please mention MARINE MODELS. SUPPLEMENT ‘TO Vou. 6, No. 2. p38 1933 To face page 47. WNC THE fiw WORKING “EILEEN MODEL O’BOYLE.” Designed by Dovue.tas J. BoyLe. One-Quarter of Full-size. Hull lines appeared in our April issue. SHIP - MARINE MOVELS M.Y.A. 30-inch. RESTRICTED “JENNY WREN.” CLASS Designed by A. W. LiTTLEJOHN. LINES: One-Quarter of Full-size. L.O.A. 30ins. Beam 8ins. Depth Qins. Displacement 9lbs. Full-size Blue Prints (Sail Plan one-fifth full size), obtainable from the Offices of this Magazine. price 8/6 post free. SUPPLEMENT TO 6, No. 2. Vou. BODY PLAN : Half-size. This design is Copyright and must not be reproduced or built from for trade purposes by Professional Builders unless permission has been obtained. To face page 46.