Marine Models: Volume 6, Number 6 – September 1933

INCORPORATING THE MODEL YACHTSMAN VOL. 6, NO. 6G. onth ae onan SPECIAL DOUBLE PRICE: WITH SEPTEMBER, Seventh of each Month, TWO NUMBER faa. FOLDING PRINCIPAL SUPPLEMENTS CONTENTS: Fleetwood M.Y. Regatta Scottish Page Carburation for M.P. Boats Model Power Boat Clubs Royal Yacht of 1670 Model Ship Clubs Some M.Y. Fittings ——-— Making Fittings for Model SUPPLEMENTS: Ships and Steamers Design: 10-rater ‘‘Evadne” Flash Steam Notes , Cargo Steamer Model More about the M.C. Shelf , Royal Yacht, 1670 Hull Design for Model Steamers , Barque “Buteshire,” 1888 MARINE MODELS, Golden 1933 House, Gt. Pulteney Street, London, W.|1 A-class Championships | / MODEL YACHT SAILS | World and British Empire, Fleetwood, 1933. 5 NR i> a speciality. Winner ‘‘GLENGARRY’’ Built by Mr. W. J. DANIELS and constructed with Carefully TEST WATERPROOF GLUE | 4lb. 1/9, post 4d. Es W. Test Waterproof Glue Co., Der grape enquinice invireo, and adjusted. Of the BEST UNION SILK. 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MODEL MODEL YACHTSMAN AND MAGAZINE Published on the SEPTEMBER, 1933 Seventh of each Month. THE MODEL YACHTING ASSOCIATION’S FLEETWOOD REGATTA. THE BRITISH EMPIRE CHAMPIONSHIP. 5 lao present series of World Championship races was inaugurated in 1923, and the event has steadily grown in importance. The foreign competition in the first three years was not very formidable, and the British representatives had matters pretty much their own way. In 1926 the field was increased to four nations, and their calibre was such that the British representative had a rare struggle to assert her supremacy. Since then these contests have always produced close and interesting racing, and on several occasions the final result has been in doubt up to the last few boards of the match. This is not due to any inferiority on the part of the Empire’s chosen yacht, but to the great improvement shown by our rivals from overseas. The conditions under which the races are held prescribe the race being held on the water selected by the country holding the International Cup, and as the Empire had not suffered a defeat from 1923 to 1932, inclusive, the race has always been held on British waters. In past years the Gosport lake has always been regarded as the best water available, but during the past few years several important new lakes have been constructed in various parts of the some interest. The Gosport pond is some 800 ft. long. Its axis lies almost East and West, whilst the prevailing winds are South-West. On the Southern bank is a seawall which, though not very high, is yet sufficient to cause a very tricky eddy along that bank when the wind is in that quarter. The Northern bank now has the swimming bath about 40 yards away, and in the unusual event of a Northerly wind sailing becomes most difficult. The best winds are either South-West, or North-East, when a true beat and run are given. The lake at Fleetwood is a perfect rectangle, 810 ft. by 210 ft., rather longer than that of Gosport and much wider. The sides and ends are of concrete, and the water has an almost uniform depth of some 3ft., save at low neaps. Lying practically East and West, the prevailing wind, which is Westerly, suits it well. Above all, local knowledge is of little avail and it offers a fair field to all with the open sea within a stone’s throw at high tide. One point that Fleetwood and Gosport have in common is the fact that a large proportion of the onlookers are decidedly knowledgeable in nautical matters. At Gosport many spectators are con- nected with the yacht-building yards for which the kingdom, and the erection of a mighty gasometer little town is famous, or are members of crews of to some of the yachts in the harbour. windward of the Gosport pond has somewhat impaired its quality. Consequently, for the 1933 Regatta the Council of the Model Yachting Association decided to change the venue to Fleetwood. A comparison of the sizes and conditions of the two lakes may be of Fleetwood, likewise, has its seafaring population, but whereas the Gosport folk are mainly connected with yachts—butterflies flitting gaily about the Solent—the Northern town is the home of more utilitarian craft. 130 When racing is in progress at Fleetwood the crowd look on with discerning eyes. Many of them are deep-sea trawler men, just home from the fishing grounds in Iceland waters, and snatching a brief spell ashore before putting to sea again. These fully understand the game and appreciate the merits of a good windward board or a clean run down wind. When opportunity offers they are keen model sailers themselves, and though some of their craft may lack chromium-plated fittings, smart handling often puts their boats ahead of more pretentious craft. To those of their clubmates who, perchance, have thrown away a board through bad judgment, their remarks are pungent and free and, couched in the vernacular, carry pained conviction to the erring one. He in his turn, hopes some day to get his own back with an equally wellbarbed shaft. When the International Races were launched in 1923 it became necessary to evolve some scheme to select the British representative. The British Championship (A-class) was accordingly started, and though the first three years of international racing did not produce any very close racing, this was more than atoned for by the keen and spectacular struggles in the British races. Gradually these races awoke interest in our overseas Colonies and Dominions, and various parts of the British Commonwealth have, in turn, striven to wrest from the English clubs the honcur of hoisting the Empire colours in the World Championship. However, from 1923 to 1932 an English boat had continued to keep to the fore, though the Cardiff Club has several times been nearly successful in placing Wales at the head. To-day it is the ambition of every model yachtsman in the Empire to win the Empire Championship, and thus have the honour of representing Britain in her bid for the world’s model yachting supremacy. Naturally, as the British Empire Championship races are sailed immediately before the World Championship, tle venue has always been the same for the two events. As the World Championships of 1923-1932 were held at Gosport, the British Empire Championships were also sailed there. Since, however, the 1933 international event was held at Fleetwood the British race was also held there. Entries for this regatta have gradually been increasing, and this year it was found necessary to impose a limit of three boats per club. In spite of this, no less than thirty-six yachts from the United Kingdom and other parts of the Empire were entered. Previous entries have been as high as thirty-four, but Jast minute withdrawls have always reduced the fleet. A glance at the list of entries will at once reveal the quality of the yachts that assembled at Fleetwood in readiness for the start of the great event of the year. ENTRIES FOR BRITISH EMPIRE CHAMPIONSHIP, ‘“Tsadore’”’ … ** Westerlee ”’ Captain A. 8. Hardy, Caleutta Len Smart, Cardiff M.Y.C. A. Johnston, Scottish A-class Jas. McBay, Scottish A-class J. M. Todd, Scottish A-class ** Louisa”’ … .. “Miss Bedford III”? D. McAllister, Paisley M.Y.C. J. A. Green, Bedford M.Y.C. “Glengarry ”’ ee * a “cc Lotus ”’ Cymru ”’ ‘Da Shetland Lass” * Coryphene ”’ Tan Bi ““Limbo”’… … ** Lucia ’’ ** Clare ’’ “ Cunia’’ “Red Dawn” “* Dawn ’’ ‘* Beta ”’ ** Dart”’ vee ‘“Hemera’’ … ** Veronica ’’… ‘““White Crest’? “Jancilla”’ ‘Alpha’? .. … … West of Scotland W. E. Whitehead, Bedford M.Y.C. Dennistoun, Bedford R. W. Leonard, Bristol M.Y.C. N. Averay Jones, Bristol M.Y.C. J. H. Cummingham, City of Birmingham M.Y.C. C. Taplin, City of Birmingham M.Y.C. W. H. Davey, Bourneville M.Y.C. A. H. Harlow, Bourneville M.Y.C. A. Jones, Gosport M.Y.C. R. Jurd, Gosport M.Y.C. W. Day, Gosport M.Y.C. J. oo and Sons, Fleetwood Captain J. Ingham, Fleetwood M.Y.C. … ‘White Heather II” ‘ White Heather ITI ”’ “Capella”? pa M.Y.C. M.Y.C. M.Y.C. M.Y.C. … .. W. Newton, Fleetwood M.Y.C J. H. Catterall, Bury M.Y.C. (Lanes). Jas. Alexander, (Lanes.). Jnr., Bury M.Y.C. Ben. Fenn, Bury M.Y.C. (Lanes.). “ Betty VI” ‘Betty VIIL”’ * Jupiter ”’ .. “ Hermione ”’ ‘Flash ”” ; .. soe Dr. E. G. Greville, Highgate M.Y.C. Ce ge ee Surbiton ** Calliope ’’ … “Thalia”? … … .. ‘“Symphony ” ©. Drown, South London M.Y.C. <... a Gosnell, viton). “ Turquoise ”’ Y.M.6-m.0.A. (Sur- Major T. B. C. Piggott, Y.M.6-m.0.A. (Surbiton). All the yachts were skippered by their owners, with a few notable exceptions. The Welsh entrant, “Cymru,” A. was sailed by Eng. Rear-Admiral Turner and Mr. R. Emery. Her popular owner, Mr. Len Smart, who has for so many years been a candidate for the highest honours in the British Empire Championship, built “Cymru ” for the 1932 race, but ill-health prevented him from sailing. During practically the whole time since the 1932 race he has suffered from ill-health, and recently he suffered a great loss by the death of his wife. His friends will be glad to hear that Mr. Smart is now on the way to recovery, but he did not feel up to sailing “Cymru” in a strenuous competition like the Empire Championship. Under the circumstances the two gentlemen mentioned above most sportingly volunteered: to gail Mr. Smart’s boat for him, and they accordingly did not enter their own boats—‘‘ Astrape” and “Twinkle,” both fine boats and likely competitors. This sporting effort deserves recognition, and it is ~ pleasant to record that, at the prize-giving after the British Empire Championship, Mr. Smart presented the very handsome salver which was ‘“‘ Cymru’s ” prize to Mrs. Emery, wife of the skipper. “Glengarry ” was skippered by her designer and builder, Mr. W. J. Daniels, and “ Mercia” by Mr. H. C. Arrowsmith. “Thalia” was sailed by I3T - Mr. and Mrs. A. J. Child, the latter being the only lady to take part in the event. Like previous Empire Championships, the Fleetwood event was not only a contest between skippers who matched their skill against each other, but provided the arena for designers to test their latest creations, and watch the performance of their rivals. In this respect this year’s race was notable, as Admiral Turner designed no less than five of the competing yachts—‘* Cymru,” “Flash,” “ Betty VII,” “ Calliope * and “‘ Hemera ”—hbig ships all, forming a veritable battle squadron. These were the heavyweights of the race, and their dimensions (published by the courtesy of Admiral Turner) will be of interest to readers of this magazine. Ae It should be mentioned that these dimensions are taken from the original designs, and some of the boats were a little overweight and had been altered in the sail plan accordingly. “‘ Cymru,’’ however, is a most wonderful piece of accurate building, as she came out within + in. of her designed waterline. “Cymru,” “ Flash” and “‘ Betty VITL” are sisters. “Calliope” is a canoe-sterned model and sister to ** Astrape ”’ that sailed so well in the 1932 races. The main dimensions of “Cymru” are: L.O.A. 75-1 in. ; L.W.L. 53-3 in. ; Q.B.L. 50-4 in, ; Average Freeboard 4:18in.; Draught 11-75 in. ; S.A. 1,645 sq. in.; Displacement 54-6 lbs. The sail measurements are: Mainsail luff 81in; foot perpendicular 26-4in.: Fore triangle, height 68 in. ; base 19-4 in. The dimensions of ‘ Hemera” are: L.O.A. 766in.; LW.L. 53-7in.; Q.B.L. 50-8 in. 5 Average Freeboard 4:13in.; Draught 11-8 in. ; S.A. 1,610 sq. in. ; Displacement 52 lbs. Another designer represented by a number of models was Mr. J. W. Daniels, and his designs, in comparison with the Admiral’s battle fleet, can be described as lightweights. These were “ Glengarry,” “ Herald,’ “Da Shetland Lass” and ‘“ Mercia.” Of these, the dimensions of ‘“‘ Glengarry ”’ will be found later in this article. “‘ Herald” is practically a sister of the celebrated ‘‘ Albion,” “Mercia” being a very similar model, and “ Da Shetland Lass” is a fin-and-skeg edition of “ Anglian,’ which finished second to ‘“ Flame” last year. All of these boats are about 42 lbs. displacement, and it was notable that they carried their sail in the hard weather as easily as their heavier rivals. Reproduced by courtesy of the Fleetwood Chronicle. Well-known People at Fleetwood. Left to Right: Major Piggott, W. M. Carpenter, (Q0.0.D.),.Capt. A. S.- Hardy, (Calcutta), A. E. Foster, (Hon. Sec. I.M.Y.R.A.), Coun. Priestley, Eng. Rear Adml. A. Turner, Coun. Robertson. 132 “Dart” was designed by Mr. Reg. Lance, who was responsible for the design of the 1928 and 1932 Empire Champions, and is practically an enlarged edition of “Flame.” ‘ Hermione” is the 1931 Champion, and “ Dawn” the British representative at the recent Chicago World’s Fair Regatta. Another notable boat is “Symphony” which was originally built to Mr. A. W. Littlejohn’s design, ** Joan.” She was found to be a good well-balanced boat, but too small for the class. Her owner, therefore, cut her in half up the middle and inserted a fresh keelson, making her into a wider, larger and more powerful boat. As converted she is very similar to the lines of “ Courtesy,” published some ~time ago in this magazine. Before proceeding to an account of the Regatta, a few words as to the organisation of a Regatta on this scale may not be amiss. Up to this year all these ragattas have been at Gosport, a comparitively short and cheap journey from London. In consequence, it has been possible for the Officials of the Model Yachting Association to extend a great deal of help to the local club in the organisation of the event. The distance from London, to a large extent, precluded this at Fleetwood. Moreover, a series of misfortunes prevented the attendance of severa officers of the Association who intended to be present. This threw additional responsibility . on the resources of the local club, especially as this -was their first year to hold the regatta. Fortunately, these Lancashire men are accustomed to rise to the. occasion, and only a short distance away lies the enterprising Birkenhead Model Yacht Club, which -was able to render similar services to Fleetwood, to those London has rendered Gosport in the past. In consequence, the organisation of the regatta left nothing to be desired and reflects the greatest credit on all concerned. In this connection special mention should be made of Mr. W. M. Carpenter (0.0.D.) and Mr. J. Marsden (Commodore, Fleetwood M.Y.C.), who, with their Gosport experience to fall back on, took charge of matters and saw everything through. They were ably assisted by Messrs. Newton, Stewart Pople and the members of the local club. The result of their labours was an excellently organised regatta, which passed off with a swing to the entire satisfaction of all competitors. In one respect the labours of the regatta officials were far lighter than in previous years, and that is making out the score cards, this being due to the fact that the race was sailed in two divisions. This, however, is by no means the formidable task that it used to be, as the system of making out score cards, originally published in this magazine and embodied in Model Sailing Craft, does away with the necessity of using cumbrous “‘schemes,”? and making out fearsome conversion tables. Obviously, score cards cannot be made out until — the last moment, as though the list of entries. is known long before the race there is no certainty as to how many starters there will be until just before the race. In the present case there were thirty-six entries, which is only one or two more than ever before, but whereas in previous years scratchings had always reduced the number of starters, this year the whole fleet came to the post. Now, whereas thirty-six is too large a number to sail in one round in the allotted four days, it has been found possible to sail about thirty-two boats in this fashion. The Council of the Model Yachting Association accordingly issued instructions that the race was to be held in two divisions with a final consisting of the top four boats of each division, unless scratchings reduced the fleet to manageable dimensions for sailing in a single round. When the whole fleet came to the start, the O.0.D. had no option but to issue orders for a two-division match with an eight-boat final. Even allowing for two rounds in the final this reduced the number of heats to be sailed to 724, whereas a full 36-boat match would have meant 1,260 heats. Fortunately, the four days allocated to the race provided very ample time for this, since, as it turned out, weather conditions subsequently reduced the available time to three days. When one considers what must have been done by regatta officials in the past, when complete cards for fields of thirty-one competitors in one round have been made up, one realises that if larger fields than this number are to be sailed in one round, it will be necessary to have competitors report their presence at least twenty-four hours before the scheduled starting time. The week before the regatta saw the arrival of many officials and competitors at Fleetwood. The former were on duty bent, and immediately busied themselves with the final arrangements for the event. The weather, however, was very unkind to those of the competitors who had come to have a little practice and a final tune-up on the water. This was particularly bad luck in the case of competitors with new boats, who were thus robbed of a chance to get to know their craft before racing started. Despite the weather, however, some of the competitors managed to get a little practice. During this, much innocent merriment was caused by one of the mates, who, in stopping a yacht from ramming the floating pontoon, launched himself into the lake as the stage tipped. This happening to one of the best known figures round the lake gave much pleasure to the beholders, but requests for an encore by those unlucky enough to miss the original performance were unkindly refused. Monday, July 31, dawned, and with it came a gale which so increased that at 9 a.m. the lake was lashed into fury. one went adrift. The pontoons were unsafe, and The general opinion that the 0.0.D would postpone the start received speedy confirmation, and 2 p.m. was named as a possible beginning. . . Reproduced by courtesy of the Fleetwood Chronicle. Why Racing was postponed on Monday, July 31st. An interesting visit to the Fish, Dock, where ~ trawlers were discharging thousands? of boxes of aq off later. At 9 a.m. the fleet of thirty-six had completed their practice runs, and lay on the sandy fish, filled in the forenoon. This privilege was rendered possible by the influence of Mr. J. Marsden, Commodore of the Fleetwood Model Yacht Club. At 2 p.m. the O0.0.D. had no option but to order grass ready for the start. The brilliant sunshine and the play of colour against white sails was a another postponement till 9 a.m. the following day. into two The gale showed little sign of abating, and the ‘seeded ” gave satisfaction to all. outlook was not too bright. A dozen brave souls, however, hired three of the The first pair away in the forenoon session were “‘ Glengarry ” and “ Capella,” the course being a run down wind. In the prevailing conditions no one cared to risk carrying a spinnaker and, as the breeze strengthened and then lulled, the continuous steep sea at the leeward end caused much trouble and many fouls. Despite this the sailing was of high quality and the speed shown by the yachts proved a revelation to many of the spectators. Soon after the luncheon interval the wind backed to west-north-west, and its strength and the windward work it produced, soon showed the merits of the various competitors. In the “A” Division “‘ Hemera,’ ‘* Herald,’” “Glengarry” and “ Flash’ commenced to assert themselves, probably on account of their great sailing dinghies on the adjoining marine lake, to hold a little regatta of their own. No guns were fired nor Blue Peter dipped as they set off. Quite a crowd gathered to cheer their efforts, but as these consisted mainly of struggling to keep their boats afloat in the slams by sitting them out and bailing, the race was not a success. One soon carried away her mast, another charged a concrete pillar and snapped it off short, and eventually all three were towed ashore by a launch with their crews wet, but happy. Tuesday, August 1, opened bright and full of promise. rom gale force the wind had fallen to a stiff North-West wind which showed signs of easing prelude to strenuous hours. As already mentioned, the fleet had teen divided divisions. This division having. been 134 power. “White Crest,” “Symphony,” “ Miss Bedford III” and ‘ Mercia’? were also much in evidence. ‘Miss Bedford III” was_ specially good to windward, but on the run proved too wild to score consistently. In the “B” Division “Cymru” and “ Dart” obtained a substantial lead even over their clcs-st rivals. ‘“‘ Hermione’? and “Da Shetland Lass ” both showed great speed, but lost a number of points the scores of the leading boats were closer. The results of the final confirmed this as boats from the “A” Division filled the lst, 2nd, 6th and 7th places, scoring an aggregate of 157 points to 123 scored by the four models from the “ B”’ fleet. At 6.30 p.m. the scores were :—‘‘ A” Division : “Hemera,” 35 points; ‘‘ Herald,” 32; ‘ Glengarry,’ 31; “ Flash,” 30; “ White Crest,” 30; “Symphony,” 29; “Miss Bedford III,” 24; “ Mercia,” 23; ‘‘ White Heather II,” 22; “ Betty VIII,” 17; “Alpha,” 13; “Clare,” 12; ‘* Red Dawn,” 11; ‘Veronica,’ 10; ‘‘ Louisa,” 7; ** Beta,” 5; ‘‘ Westerlee,” 5; “Capella,”’5. “B” Division: “Cymru,” 38; “ Dart,” 38; “ Hermione,” 28; ‘‘ Da Shetland Lass,’ 28; ‘‘ White Heather III,” 25; “ Limbo,” 23; “ Calliope,”’ 22 ; “ Turquoise,’ 18; “ Dawn,” 16; “ Betty VI,” 16; * Jupiter,” 16; “Thalia,” 14; “Isadore,” 13; “ Lotus,” 12; * Lucia,’ 6; “Jancilla,’ 12; “‘Coryphene,” 8 ; ‘‘ Cunia,” 2. One further heat was sailed before an adjournment was made for the day. Wednesday, August 2, awned with an overcast sky that gave promise of wind and rain. The start was fixed for 8.30a.m., and as the hour approached skippers and mates donned their oilies in readiness for dirty weather. The breeze had shifted and now blew strongly down the lake. All were ready for a long day’s sailing, a day that would decide the final positions of all but the leading four yachts in each division. Then a steady drizzle set in but the wind held up. Now came the final tussle for position, and those who cherished the hope of crossing the T of the Admiral’s. fleet.of heavyweights had to do great deeds. These big boats require a good breeze to show at their best. -This they got in full measure, whilst many of the light displacement craft found the strong wind and heavy a great handicap. The duels between the leading sea skippers became more and more interesting as positions fluctuated. During the day there were some remarkable changes from the order of the first. In the “ A” Division “ Herald,” which had been lying second, only three points behind the leader “‘ Hemera,” fell to seventh place. ‘‘ Betty VIII,” on the other hand, worked from tenth place to fifth, missing qualification for the final by a single point. “‘ White Crest” fell from fifth to tenth. “Symphony” improved enough to place her in fourth position. Photo: E. E. Marshall ‘‘Symphony.” through lack of direction. ‘‘ White Heather Lit” was obviously not sailing her best. ‘ Limbo,” though not consistent, at times showed remarkable good form. This is a remarkably clever interpretation of the A-class Rating Rule, being a full-keel boat designed by her owner. It appeared at this stage that the “ A” Division was slightly stronger than the “ B” Division, as It is interesting to note, that ‘ Glengarry,” which headed the “* A” Division at the end of the day, is a lightweight, being a mere 42 lbs. as compared with the round half cwt. displaced by “‘ Flash.” In spite of this, “‘ Glengarry ” carried her sail with the best, and always seemed under full control. As the next two boats in this division ‘‘ Hemera’ and “Flash ” are heavyweights, and a bare three points covered the three first boats, there evidently was not much in the racing up to this point between light and heavy. 135 TWO VIEWS DURING THE BRITISH EMPIRE CHAMPIONSHIP, 1933. , Photo: G. Stewart Pople Fleetwood M.Y. Lake._-The Leeward end. Photo: G. Stewart Pople Another view of Fleetwood M.Y. Lake. 136 In the “ B” Division ‘“‘ Cymru” put up a really remarkable performance. Gradually forging ahead of “ Dart,”’ her closest rival, she went further ahead and finished the two days’ sailing with the magnificent score of 81 points out of a possible 85, only dropping two runs during the whole period. As this boat is a heavyweight, the battle of lightweight and heavyweight in this division ended in favour of the latter. In this Division also some remarkable alterations of form were noticeable. ‘‘ Hermione” fell from third to sixth place, ** Betty VI” fell to bottom from half-way down the list. “‘ Calliope ’’ improved considerably, but her effort was not quite good enough to ensure her inclusion in the finalists. The full scores were :—-‘‘ A” Division: ‘* Glengarry,’ 71; ‘“‘ Hemera,’ 70; “ Flash,” 68; “* Symphony,” 63; ‘* Betty VIII,” 62; ‘ Miss Bedford III,” 53; ‘‘ Herald,” 52; ‘“‘ Mercia,” 51; ‘‘ White Heather II,” 46; ‘‘ White Crest,” 43; ‘* Veronica,” 36; “ Clare,” 30; ‘* Westerlee,? 23; “ Alpha,” 23; ‘“* Beta,” 21; “Capella,” 21; ** Louisa,” 19; ‘‘ Red Dawn,” 13. “ B” Division : “Cymru,” 81; “ Dart,” 68; “* White Heather” III,” 61; ‘* Da Shetland Lass,” 59; “‘ Calliope,” 55; ** Hermione,” 652; * Turquoise,” 50; “Thalia,” 44; ‘Isadore,’ 42; ‘“‘ Limbo,” 40; ** Lotus,” 36; “Dawn,” 32; “Lucia,” 29; “ Jancilla,’ 29; “ Jupiter,” 26; ‘‘ Coryphene,” 22; “Cunia,” 20; “ Betty VI,” 19. This left the eight finalists as “ Glengarry,” “Hemera,” ‘ Flash,” “Symphony,” ‘ Cymru,” * Dart,” “* White Heather IIT ”’ and ‘“ Da Shetland Lass.” Photo: E. E. Marshall ‘‘White Heather III.’’ Of the boats eliminated at this stage special mention should be made of “ Lotus.” Her sporting owner, Captain Hardy, brought her all the way from Calcutta to participate in the Empire Championship. Although evidently handicapped through sailing under strange conditions, and in winds far stronger than any encountered on the Dhakuria Lake, he put up an excellent show that was a credit to himself and the club he represented. Generally speaking, the standard of all competitors was higher than in any previous year, and boats that would have been good enough to get into the final even two or three years ago found themselves by no means at the head of affairs. Amongst the eliminated yachts were many little, if anything, inferior to the finalists, yet the competition was so keen that nobody could afford to have their yacht the slightest bit out of tune or trim, as the slightest lapse resulted in loss of points. Every one of the finalists spent months in tuning up and preparing his yacht, and in practising with her and getting to know her trims under all conditions of sailing. Thursday, August 3, arrived, and with it the day which would seal the fate of the eight finalists. The breeze was fairly steady and of moderate strength. Since the previous two long days had both given strong winds and heavy seas, this nicely rounded off the tests and made them an all round trial of form. As during the two first days, there had been so many shifts of canvas, mainly into second, third and even storm suits, that some skippers seemed at a loss in getting their exact trims. In these conditions the perfectly tuned “Glengarry ” at once started to forge ahead. Photo: A. E. Foster G. H. Nash and Cdr. Barraclough. “Cymru” at once struck a bad patch, and her ill-luck continued throughout the day, with the result that her score was only 36 out of a possible 70. The same misfortune overtook ‘‘ Da Shetland Lass,” which should have been well suited by the 137 weather. She alternately won and lost, and her score was 34. ‘‘ Hemera” also did not show to any advantage, though she managed to eventually gain second place with 38 points. “Symphony,” * Flash” and “ Dart” all fell from grace. “* White Heather III” put up an unaccountably poor show for so good a boat. She lost many beats in the morning and, during the afternoon on one occasion, lay hove-to in the middle of the lake until a wader entered the water and brought her ashore. Two complete rounds of the eight boats were sailed with a possible of 70 points. Throughout, “Glengarry” kept on piling up points. Two heats from the end her position was unassailable, and she finished with 57 points to the runner-up’s 38. Thus ended the battle of the lightweights and the heavyweights. The first place was filled by a lightweight, followed by two heavyweights, whilst a lightweight, again, took fourth place. It will be seen, therefore, that of the first four places, lightweights took first and fourth with a combined score of 91 points, and heavyweights the second and third with a combined score of 74 points. Score SHEET FOR FINAL OF British EmMpPrre CHAMPIONSHIP. Pcints. “Glengarry” ... * Hemera”... rs ee se she ve sae “Da Shetland Lass” ... ** Dart”... was sis 7 san * Flash ” L. vee “White Heather IIT” a ie “Cymru ” sie “Symphony ” ... nel 4% he ae bee ne se e 57 38 vee va ae Fae 34 33 is aA oo = 30 20 on via 36 32 In view of the controversy which exists as to the rival merits of steel and wooden masts, it is interesting to note that “Glengarry” and “Da Shetland Lass’’ have hollow wooden masts, whilst *‘Hemera” and “Cymru” have steel. The wooden mast evidently holds is own. Another interesting point is that the first four boats are the work of two designers—-Mr. W. J. Daniels and Admiral Turner. Undoubtedly, ‘‘ Glengarry ° b) scored a remarkable can hold her own with the heavyweights provided she is sufficiently well-designed and tuned up. Yet a very great deal of her success must be ascribed to the wonderful handling of her skipper, who hardly made a mistake and always seemed to get the best out of his boat. During the whole two rounds of the final, ** Glengarry” only lost one windward board, which is no mean feat when pitted against seven boats as good as the other finalists. By the courtesy of her designer, Mr. W. J. Daniels, we are able to publish the principal dimensions of ‘* Glengarry,” as follows :—L.W.L. 48-0 in. ; L.O.A. 76-0 in. ; L.W.L. Beam 15-6in. ; Maximum Beam 16-0in.; Q.B. Penalty 1-8in.; Displacement 42 Ibs. ; S.A. about 1,760 sq. in. As will be seen from the photograph showing her out of the water, this boat is typical of her designer’s work. She is a very handsome boat with rather a flat floor and shallow bodied. Her sheer is very pretty, and she has a marked tumble-home in the topsides. The section is very powerful and has a moderately hard bilge. This is carried right out to the ends of the boat which gives her long sailing lines and great power in spite of her light displacement. “* Glen- garry ” is particularly interesting as being a distinct reversion from the type which has been developed during recent years under the A-class rule. Photo: E. E. Marshall R. Jurd with -‘Hemera.”’ “ Glengarry’s’’ win gained her the honour of representing the British Empire in the World Championship Races. This is the seventh time that Mr. Daniels has been responsible for designing and building the British representative in the international races, and the sixth time that he has skippered the winning craft. We are pleased to be able to state that all competing skippers and mates were well satisfied with 138 the water, the officials and arrangements. Moreover, the good sportsmanship and camaraderie displayed by everyone played no mean part in ensuring the success of the event. The concert and prize distribution took place in the big Assembly Room at the North Euston Hotel, on August 3. It was well attended and an excellent musical programme was much enjoyed by all. The Annual Dinner was held on August 5 in the same room and also proved a very enjoyable function. The usual toasts were duly honoured, and the speeches accompanying them well received. THE WORLD CHAMPIONSHIP RACES. oo political uncertainty prevailing on the Continent and present world depression was undoubtedly responsible for the scratching of the Belgian and French representatives entered for the 1933 World Champiorship. This was undoubtedly a great disappointment, not only to ourselves but to the other entrant, the United States. Thus the field was reduced to “ Glengarry,” winner of the British Empire Championship, and “Vanja,” winner of the United States Championship. Mr. George Baron, designer, builder, owner and skipper of “ Vanja,” is by birth a Lancashire lad, and a citizen of the United States by naturalisation. We rather fancy, that, after he had seen the Model Yachting Lake at Fleetwood, he felt very sorry that he had ever left Lancashire. By the courtesy of Mr. Baron we are able to publish the principal dimensions cf “ Vanja.” These are :—L.O.A. 74:25in.;: L.W.L. 84:0 in. ; L.W.L. Beam 14:2in.; Extreme Beam 14-9 in. ; Q.B. Penalty 0-66in.; Displacement 45-2 lbs. ; 8.A. 1,850 sq. ins. It is interesting to compare these dimensions with those of the British representative as published earlier in this article. Both boats have 48 in, L.W.L., and are lightweights, but there similarity ends. The British boat takes a high Q.B. penalty and has a greater beam. From her dimensions only, one would, therefore, deduce that ‘ Glengarry ” sails on a longer waterline than her opponent, and is far more powerful. The American boat’s large spread of canvas ought to have given her a considerable advantage in light winds. Let us sce how far the results bore out the impression that would be gathered from the dimensions of the two yachts. Photo: G. Stewart Pople. ‘*Glengarry’’— Winner British Empire Championship. 139 The afternoon’s performances fluctuated considerably, but the prevailing light conditions evidently suited the American yacht with her large spread of canvas, and she continued in winning vein until the close of the day. The score was then: “ Vanja,” 33, and “ Glengarry,” 27. Things looked very promising for a close fight, but Sunday was to intervene before the next meeting, and a change of weather was liable to lead to a complete reversal of form. Sunday being an off-day, the Fleetwood Club had arranged a trip through the Lake District, and two fine saloon coaches took a large party as far as Keswick. The lovely scenery was enjoyed to the full, and everybody had a very pleasant returning at 11 p.m. tired and contented. day, Monday, August 7, brought a renewal of the struggle and a change from gentle reaching winds to a brisk breeze right down the pond. The water had previously been a little too low, but the Spring Photo : E E. Marshall. **Vania’’— U.S.A. There was no fanfare of trumpets to herald the opening of the World Championship on the morning of Saturday, August 5. An expectant quiet: filled the crowd. The early sunshine, the blue sky and placid water gave promise of a gorgeous day. At the start there was a light Westerly wind giving a reach each way, and these conditions remained almost unaltered throughout the day. The first board was won by “ Glengarry.” which was better on the course, but ‘ Vanja” at once showed herself very dangerous in the light winds prevailing. The forenoon session consisted of six heats, giving a total of 30 points. The arrangements made were for a similar number to be sailed in the afternoon, thus giving a total of 60 points for the day. An equal number were to be sailed on each of the other days of the match, making a possible of 180 points for the three days’ sailing. Obviously, if either boat gained 91 points, she would be the winner and there would be no use in continuing the racing. “Vanja” continued to do very well until lunch time. By then she had won five leeward and two > windward boards, giving her 16 points to ‘ Glengarry’s” 14. Photo: E. E. Marshall. ‘*Glengarry’’— British Empire. 140 Tides had now raised the level to;within three inches of the cement walk. The sun still shone and conditions were absolutely ideal. When the boats were sent away at 10.30 a.m. on the second stage of their contest a large crowd had already gathered. It was thought that the freshening wind and light lop would suit ‘‘ Glengarry” better than “* Vanja,” and this soon proved to be correct. The British boat’s windward work was perfect, but ‘‘ Vanja” at first appeared to be too pinched. When her sheets were checked out a little, she footed faster but did not point high enough to seriously threaten her opponent. “Glengarry,” however, jumped into her stride at once and in cross tacking showed only too plainly her superiority. ‘‘ Vanja”? was obviously out of tune, and though her skipper and his mate, Mr. W. H. Davey, were untiring in their efforts to improve the boat’s performance, she was unable to stop the sequence of British victories. By the end of the forenoon session her steady climb upward had given “ Glengarry ”’ a total of 55 points. In the meantime, “ Vanja” had only managed to add two points to her previous score of 33. Before adjourning for lunch a special race was sailed for a prize offered by Mr. E. E. Marshall. The prize for this was one of the Jumping Figure Watches advertised by Messrs. Arnold in this magazine. The race was for a single board to windward against the clock, the winner to be the boat making the faster time. “Glengarry” won this by 1 min. 15 secs. margin. In the afternoon when racing was resumed, the already large crowd had been considerably augmented, and at a conservative estimate numbered 20,000 spectators. This indicates the great public interest taken in the sport in the north of England. In spite of the size of the crowd there was little hindrance either to the wind or the free movement of crews or Officials. Though “‘ Vanja” was beaten for speed to windward, she put up a brave fight. She was always a menace and not easily shaken off, and any mistake on the part of the British skipper or his mate would have been followed by speedy loss of points. The American boat was out of luck, however, and she only managed to add three points to her score. In fact, the whole day’s work only netted the American skipper 5 points, and at the close of the day’s sailing scores stood at “Glengarry,” 82, * Vanja,” 38. During the day “Glengarry” set up a new record of 2 min. 26-4 secs. for a run down the lake. As the length is 810 feet this gives a speed of 3-77 m.p.h. (or 3.25 knots). This secured for her Mr. W. M. Carpenter’s “‘ Wing-and-Wing ”’ Cup, which is given for the fastest time made down wind in the International Races. The position at the end of the second day must have been a great disappointment to ‘“ Vanja’s ” owner, especially in view of her excellent showing of the first day. At this point “Glengarry” only needed another 9 points to make her position secure, so ** Vanja’s’ hopes were very low. At the same time a very light wind on the third day would have given her a chance to put up a good fight. However, Tuesday, August 8, dawned with a windy sky. The lake was full to overflowing, and was the envy of those skippers who had been obliged to stoop so far to manoeuvre or trim their craft during the early part of the British race. What a smart wind and sea would do to “* Vanja ”’ did not long remain in doubt. She set a small suit in readiness for the worst, whilst “ Glengarry ” carrying her second stood boldly up to the weather. Only 9 points were needed by the British boat to secure a conclusive win, and she made no mistake. The end soon came with a 2, 3, 2, 3, tonil. This gave the British Empire the victory with 92 points to U.S.A.’s 38. The crowd then cheered the winner, and an equal cheer for the American skipper when he appeared, a loser but undaunted. Thus racing came to an end, and the big crowd dispersed, but the final act of the drama remained to be played in the afternoon when the presentation of the Cup took place. This was staged in the beautiful sunk garden, near the promenade swimming bath. Many well-known model yachtsmen were on the platform with Councillor Priestley, Chairman of the Fleetwood Council, in the Chair. His friendly speech was echoed by microphone to the big audience. On receiving the Cup and other prizes, Mr. W. G. Daniels, who had skippered ‘“ Glengarry’ throughout, phrased his thanks in a neat speech. Other speakers followed in Messrs. J. Marsden, W. M. Carpenter, G. A. E. Foster. H. Nash and The success of “Glengarry”? should be a great incentive to the Bedford M.Y.C., of which the winner’s owner isa member. This club was started two or three years ago and has made great strides. This is largely due to the help of Col. Ian Dennistoun, who owns “Glengarry.” This brought the World Championship of 1933 to a conclusion, but there was still the ‘‘ Forbes ” Challenge Cup for an Open Water International Race to be sailed. The Fleetwood Model Yacht Club had issued a challenge to the U.S.A. for this, and all arrangements were made for this to be held in the sea, abreast of Carr Road, Fleetwood, Wednesday, August 9. on When the time came, how- ever, wind and sea were so strong that it was unsafe Advertisements 1 y MODEL SAILING CRAFT By W. J. Of DANIELS ELEVEN SEVEN have & H. B. TUCKER International been won by Races Models designed and built by W. J. Daniels. Get a Copy of this Book and learn how to be successful in Model Yachting. PROFUSELY Price 25/- nett. ILLUSTRATED. Postage extra. Obtainable from the Offices of MARINE MODELS, all Bookshops and Libraries, or direct from the Publishers: CHAPMAN & HALL, Ltd., 11, Henrietta Street, London, WV.C.2 In replying to Advertisers, please mention MARINE MODELS. Advertisements ii BROOKS & LANCE SCALE and RACING ‘‘Roselyn’”’ . oA WINNER Complete \ or in_ part to our or any design. ‘ a oe Skies MODELS STEEL MASTS | NATIONAL CHAMPIONSHIP, greater 1933 rigidity and light weight. HOLLOW MASTS, SPARS, Designed and Built by i SAILS and FITTINGS US. SPECIAL SAIL CLOTH Sample on application. SOUTH STREET, LANCING, SUSSEX. BOND’S SIMPLEX PETROL 14f-in. bore X 1f-in. stroke. ENGINE. Weight 44 lbs., with 4-in. flywheel. Air or Water Cooled. This engine is fitted with a cast iron head having the rocker supports cast in one piece. The cylinder is iron having an aluminium jacket shrunk on. The crankcase and piston are cast in Jélectron metal for ultra lightness. The crankshaft is a 3% nickel steel drop forging with web balance weights, the valves also are 3% nickel steel forgings. The camshaft is driven by hardened steel skew gears. The “Simplex” Engine is designed on the latest practice, and has the latest car type valve gear, straight push rods, flat head tappets, inclined ports, high compression piston. PRICES, castings only comprising Electron crankcase and piston, iron cylinder, liner head, flywheel, aluminium cylinder jacket, cast metal bearing and connecting rods, also full-size detail drawing, 17/-, carriage 1/3. Castings and materials including finished gears, piston rings, valve springs, screws, coupling rod, drop forged = shaft and valvesin 3% nickel steel st 30/-, carriage 1/3. Finished engines complete with magneto type make and break and sparking plug nee £6 6s. Od. Send for Bond’s new 1933-34 4 Catalogue, now ready, 6d., post free. Everybody interested in models of any description should get this book, it is the biggest catalogue Bond’s have ever issued Remember we sell the finest Sailcloth for Yachts, 42 ins. wide, at 2/3 a yard; this is the cheapest on the Market. BOND’S \ ‘Phone Musuem 7137. O’ Euston Road, 254, Euston, Road, London, N.W.1. Ltd., Established 1887. In reply to Advertisers, please mention MARINE MODELS. 141 to take the skifis out. The O.0.D. accordingly . cancelled the race. His decision was fully justified when it was learned later that the yacht ‘ Shamrock,’’ a converted “ prawner,” had been lost with all hands near the selected course for this race. Thus ended a most enjoyable and well-organised regatta, and already designers, builders and skippers are looking forward to the next British Empire Championship and laying their plans for the capture of these much coveted Cups. It is, however, to be hoped that in 1934 we shall have representatives of all the nations forming the I.M.Y.R.A. visit us and extend the British repre- sentative in defence of the International Cup. So to quote time.” Henry Hall, ‘Here’s to the next M.Y.A. FLEETWOOD REGATTA FUND. Contributions to this fund were as follows :— J. Herbert Scrutton, Esq., £10 10s.; Col. Ian Dennistoun, £10; Anon., £5; MARINE MODELS, £2 12s. 6d.; P. A. Watney, Esq., £2 2s.; Surbiton M.Y.C., £2 2s.; J. G. Feltwell, Esq., £2 2s.; Gosport M.Y.C., £2 2s.; N. Averay Jones, Esq., £2 2s.: Birkenhead M.Y.C., £2 2-.; Bourneville M.Y.C., £1 lls. 6d.; Major French, £1 ls. ; Bedford M.Y.C., £1 ls. ; Calcutta M.Y.C., £1; Admiral O. F. Gillett, C.B., £1; South Manchester M.Y.C., 10s.: Bradford M.Y.C., 10s. Total £46 10s. The Officers and Council of the Model Yachting Association beg to thank those who have so generously contributed to this fund and thus ensured the success of the Regatta. {We have lo particularly thank Mr. A. F. fosier Jor his fine account of the race, on which our article is based, also Messrs. W. J. Daniels and EB. EB. Marshall and Admiral Turner for information supplied. For the excellent photographs illustrating this article we have to thank the “‘ Fleetwood Chronicle,’ Messrs. A. E. Foster, G. Stewart Pople and EF. FE. Marshall.] Photo: A. E. Foster **Vanja,”’ ‘*Glengarry,”’ T. Lance W. J. DANIELS G. Baron W. H. Davey 142 THE “BUTESHIRE,” 1888. By G. W. Muwro. 6 oe the Editor suggested that I should write up a special article for this number, and hinted at one of the big sailers of the latter part of last century, I was at first rather sceptical as to whether I should be able to collect sufficient accurate data to make a worthwhile job of it. Next came the choice of vessel, a full rigged ship or four-masted barque ?—a most difficult question with so many to chose from and so much data missing from each. adopting the laminated or bread-and-butter method of building the hull. I have put in a couple of half sections at each end to facilitate the shaping of the bows and stern. The poop and_ forecastle should be considered as separate units and fastened on to the hull after being shaped. As may be seen, the forecastle is made up of two erections with the deck covering the whole. The poop is similar, except that the space under the break only extends to the width of the lamp room on the one side and After a little thinking I decided on one of Messrs. Law’s big four-masters as having all the usual features in her equipment, to be a guide to modelling either a ship or barque. I finally decided on the ** Buteshire,”’ both for her looks as well as her simple and typical fittings—a very important point to the amateur model builder. Except for a few winches on the main deck, all of the davits, capstans, vents and so on can be purchased ready made at any of the model fittings stores either in London or the provinces. lavatory on the other. With the doors and ports indicated on these erections they may be fastened to the hull proper and the outside of the hull finished by either painting or glueing strips of thin card, such as two-sheet Bristol board, or smooth drawing paper to represent the outside plating. The bulwarks are made of steel plating in the prototype, 48 in. wide. The sheer strake should be 43 in. wide, and those below it to the turn of the bilge, of similar width. The keel is a bar 9} in. wide by 22in. thick. The stem should be 8h in. by 22in. The stern post 8}in. by 22 in. These thicknesses are all without the plating, which is riveted on either side and is 4in. thick. The thick lines on the midship section drawing show the arrangement of the plates which have about 5in. seams. It is as well to take note of this as the shapes and positions of the painted ports are all based on the run and width of the plating, and so, even if the plating is not to be attempted, the bulwarks and sheer plates will have to be marked off to set out the ports. The bulwarks, and sides of poop and forecastle, are painted black, the knuckle continuing the line of the bulwarks round the stern. The figurehead alone being white, and representing a full-figured Victorian lady very similar to one on the Finnish barque “ Favell,” which still annually visits this country. The swinging ports on each side are hung on two hinges, as shown in the rigging and sail plan. The scuppers, five in number, may also be seen spaced along the side, level with the water-ways. The painted ports are spaced 17 ft. apart, centre to centre, and are 4 ft. long. To get the exact position of these, Before going on to describe the vessel herself, I must first mention that it is entirely due to the kindness of Mr. James Lightbody, of Glasgow, in lending me the original plans and supplementing them with helpful notes on the colouring, etc., of the Shire Line of sailing ships, that I have been able to gather together these notes which should make it possible for anyone to construct an authentic and very complete model of the “ Buteshire.” It is not my present intention to go into the methods usually adopted by model makers, but a few hints at this juncture may prove useful to the undecided as to scale and foundation to work on. At din. scale the complete model is just 39 in. overall in length. Very accurate ‘work can be done at this scale as it permits fine detail work without over-elaborate and trying fittings being attempted. An expert worker might even put in a representation of the outside plating without much trouble, and to make the drawings absolutely complete I have indicated these. While I have not been able to procure the original lines, [ have had the use of the constructional plans and, using these as a basis, it has been a fairly simple matter to reconstruct the lines accurately to some distance below the waterline. The only part which; is really not certain is the amount of dead rise and turn of the bilge, but after examining several contemporaries of the “‘ Buteshire”’ as well as other specimens of the same designer’s work, I don’t think even the very fastidious will quarrel with me over the result. The drawings in the supplement are exactly 3 in. scale, and must be enlarged to three times their present size to make a }in. scale model. The waterlines are exactly }in. apart at this scale, and so are useful in the event of the modellers measure 17 ft. from after edge of the knuckle on the profile, and mark in the after end of the aftermost port, at right-angles fo the sheer, not the waterline. The depth of the port is governed by the width of the sheer plating; and should leave a narrow white line about five or six inches wide, along the bottom. Another check on the position of these ports is to note that the 2nd, 3rd, 4th and 5th scuppers coincide with the after edges of the 4th, 6th, 8th and 10th ports respectively. There are two hawse pipes on each side of the bows backed by a plate shaped as shown. The space between the ports must be painted white. A narrow band of black 12 in. wide should run the length of the upper edge of the plating below the 143 sheer plating. The rest of the hull is grey to the brown giving the effect of brown and white panelling. waterline, and the bottom the usual anti-fouling red. The position and number of port-holes or lights can be seen in the plan, but it must be noted that there are three more on the stern, spaced 44 ft. There are three doors, one on either side and one apart centre to centre and in line with those on the poop. The name BUTESHIRE, with GLASGOW as the port of registration must be painted below the middle port on the stern or counter, as I should say. The name will also go on the bows just below the port and starboard lights. Mooring pipes and sheaves for the sheets should be in their usual positions along the bulwarks. On the poop and around the outer edges are two ball and wooden rail stanchions, spaced 4 ft. apart, ending at the break of the poop in turned wooden posts. The steering gear is housed in the usual wooden box with the cambered roof and panelled sides, the name again being painted in gold letters in the middle. On either side of the steering gear is the usual seat, supported with the steering box on wooden legs. In front of the steering wheel there is a Thompson binnacle and a wooden grating on either side of the wheel for the steersman. The skylight has the typical barrel top and seat on either side. The ends of the skylight are glazed, as are the sides and top. The chart house and companion way is panelled and has two doors, one on either side, and like the skylight and steering gear casing, the wheel is finished in polished wood. On either side of the binnacle are two vents as shown in the plan of the deck. Bollards are fixed in line with the after- end of the chart house. The jigger mast comes up through the deck just clear of the foreside of the poop. It has a goose neck and a spider band, with six belaying pins for the brails of the spanker. The shrouds of the jigger mast are set up on eye plates on the outside of the poop along the top edge. Belaying pins are fitted to holes in the wooden rail, where necessary, for vangs, signal halyards, etc. A couple of single blocks are shackled to the deck just behind the steering gear to make a luff tackle purchase for the spanker sheets which are belayed to a couple of cleats a little further outboard. Weather boards about 6in. wide are fastened to the outside and bottom of the stanchions except at the two fairleads, which are placed on either side and towards the after end of the poop. At the break of the poop there is a rail right across except in the way of the steps leading down to the main deck, and the hinged flying bridge leading to the aftermost deckhouse. This rail is supported by turned wooden posts, and not steel stanchions. Most likely there was a row of wooden fire buckets along or across the deck close to this rail. The deckhouse for the petty officers and cadets is a steel erection with the corners rounded off with 12in. radius. The sides are white, except where the weather boards and fillet under the roof are connected by a band painted where the angle frames inside are riveted to the outside plating, and this is painted a dark facing aft. Two port holes on each side and a skylight on the roof complete this structure. Possibly there was another binnacle placed on the root, as well as a hawse reel or two as additional gear. Boat skids are extended across the deck, passing over and resting on the ends of the deckhouse roof. Midway between the break of the poop and the deckhouse is a small hatch, 6 ft. by 8 ft. On the skids are two double ended (or life) boats, 25 ft. long. These have canvas covers, so the inside details may be dispensed with. The davits for these boats are set up 23 ft. apart, the forward ones being just forward of the skids. A pair of mooring bollards are placed in line with the afterend of the deckhouse as shown. A pair of capstans are placed in the middle of each side of the deck just forward of the boats. A patent winch is situated a little forward and between them. A U-shaped fife rail surrounds the mizen-mast and supports and encloses the pumps and a vent. Two eye bolts are driven into the deck to set up the lower end of the jigger mast stay. These eyes can be seen just forward of the fife rail. Next we have the usual cargo winch, placed at the after end of the main hatch, which is 12 ft. by 16 ft. The next deck erection houses the galley, etc., and is similar to the after deckhouse, except that it has five doors and a longer skylight on the roof and galley funne!. Here again, you will most likely find some gear, including a hawse reel. There is no ladder shown, but we may take if for granted that there should be one fastened to the foreside in some convenient place. Just forward of this deckhouse there is another patent winch, similar to the one abaft the mizen-mast. The fife rail at the mainmast ranges along either side, but is open at the fore and after ends. Two eye-bolts are driven into the deck on either side inside the rail, the one pair are for the mizen stay, and the other pair for the mizen topmast stay. The fore hatch is the same size as the main, and likewise has a cargo winch at the after end. Two capstans to correspond to the after ones mentioned, are placed next and are just below the after skid of the forward boats, which both have transom sterns and are of the gig type. A patent winch is placed between and just forward of the capstans as in the case of gear just aft of the mizen. There are four bollards between the winch and the foremast, the two large ones being towards the middle of the deck, and the two smaller just inside the waterways. The fife rail and fittings at the foremast are similar to those at the main. At the break of the forecastle, facing aft, are two doors, one on each side of the forecastle, and inboard of these are the ladders leading up to the forecastle head. In the middle under the break is a square trimming hatch. Further forward, and just aft of the windlass, is a vent, but it is doubtful if either of these could be seen in a model. The 144. doors leading into the crew’s quarters might be indicated, as they are fairly near the after end, as may be seen in the deck plan. Up on the fore- castle are the two side lights, just above the break. The light-houses form the after end of the three ball rail which surrounds the edge of the forecastle. Athwartships, at the after end, the rail is a wooden one similar to the one at the break of the poop. The capstan which works the windlass is a double headed one of the usual type. At the apex of the angle formed by the catheads is a small hatch leading down to the fore-peak. There are three bollards, one large, just aft of the peak hatch, and two small at the sides. Right up forward, at the forecastle head, are two fairleads and across the head a wooden rail for belaying the headsail gear. The catheads are two square pieces of timber with three sheaves at the outer end. These should be about 12 inches square. The deck planking throughout is 4in. wide and made up of 40 ft. lengths. The main rail is 12 in. wide by 4 in. thick. The top rail is 6 in. wide and about 2in. thick. On the main rail in the way of the masts are the eyes to set up the shrouds. These are formed from round iron bars riveted to the bulwarks just above the deck and leading up through the rail, where they are spaced 3 ft. apart for the lower rigging, and 18 in. for all the upper. Belaying pins are placed alternatively with the shrouds and are indicated by the dots on the inboard edge of the rail. Just forward to which are eye-bolts are braces, as the on poop. of the shrouds are three eye-bolts shackled the brace blocks. These only fitted for the main and fore mizen ones are attached to bumkins The eyes should be arranged so that the blocks are clear of each other and rising in order aft. At the after end of the fore and main shrouds on the rail are small bollards. This, I think, completes the fittings on deck, and we will now take the masts and rigging. The masts are made of steel and are spaced at 38 ft. The topgallant masts are the same length as the These are made of topmasts, namely, 51 ft. 6in. wood, and to the old rule of 1 in. diameter to every yard in length, which works out at 17} in. at the heel, and finally tapering to 15 in. at the stops. The jigger topmast is made of wood and is 61 ft. 6 in. long, and 17 in. diameter at the doubling. The yards are the same length tor each mast and are—lower yards, 86 ft. long and 21 in. diameter at the centre, tapering away in quarters, 204 in., 19in., 152in. and 104 in. at the cleats. The lower topsail yards are 73 ft. long and 18 in. diameter at the centre, tapering away in the same manner to half the given amount at the cleats. The upper topsail yards are 69 ft. long and 17 in. diameter at the centre, 8$in. at the cleats. The topgallant yards are 54 ft. long and 13 in. diameter, 63 in. diameter at the cleats. The royal yards are 40 ft. long, 10 in. diameter at the centre and 5 in. diameter at the cleats. The spanker boom is 46 ft. 6 in. long and 11} in. diameter. The gaff is 32 ft. long and 8 in. diameter. The bowsprit is 46 ft. long and 33 in. diameter at the bed, tapering to 22 in. at the after band, 16 in. at the middle band and llin. at the cap. The bobstay is made of round steel, 3} in. in diameter. The chain shrouds on either side are of 1 in. diameter. The fore, main, and mizen shrouds, six in number to each side, are made of steel wire 4} in. cireumference. The caps have each a shroud 43 in. circumference. The rigging screws are I1{in. diameter at the thread. There are three topmast back stays of 4$in., two topgallant back stays of 3} in. The lower stays are double and are 4? in. steel wire. The topmast stays are also double and the same size. The topgallant stays are single and 34in. steel wire. The rules do not mention royal stays, but we may presume them to be of the same size and stuff as the topgallant stays. It would take more space than the whole present number if I were to give the exact size of each part of the rigging, but the above should prove ample as 6in., 98 ft., 162 ft. and 217 ft. 9in. respectively from the forward perpendicular. To comply a guide to the rigging as a whole. with Lloyd’s Rules, we must take the extreme length of the lower masts to ascertain the correct diameters at the various quarters. The fore, main, mizen and jigger are respectively 87 ft. 9in.; 88 ft. 9in.; 89 ft. 3in. and 89 ft. 6 in. The diameters at the deck are 30 in. for the fore, There should be three bower anchors, one stream anchor and one kedge. The bowers should weigh 363 cwts. each, and the other two 11} cwts. and 5} main and mizen, and 25in. for the jigger mast. The diameters at the hounds are 25in. for the fore, main and mizen, and 20 in. for the jigger mast. The diameters at the heads are 20 in. for the fore, main and mizen, and l6in. for the jigger mast. The headed length is 16 {t. in each case for the fore, main and mizen, and 10 ft. for the jigger mast. We may presume that the square rigged topmasts are likewise of steel. They are all of the same size, and are 51 ft. 6in. long, 184 in. diameter at the heel, 164in. at lower part of head, and 14in. diameter at the head. The length of the heads is 8 ft. 6 in. . Rope ratlines are used throughout and are 15 in. apart, and set up as shown in the rigging plan. cwts. respectively. The cable for the bowers should be not less than 14% in. stud chain. I see I have not mentioned the capstan bars. These are usually set up in racks at some convenient place, and we may presume there will be eight bars each under the port and starboard forecastl- ladders. The capstan bars for the after capstans will most likely be in a rack set up agains! the after deckhouse. The bars are 6 ft. long, 34 in. square for 12 in., and then rounded and tapered to 2$ in. in diameter at the end. The actual shape and position of all the rest of the fittings will easily be seen from the accompanying drawings, but perhaps it would be as well to mention 145 that the rake in the masts should be 82, 83, 84 and 85 degrees for the fore, main, mizen and jigger. The ‘ Buteshire’’ was built 1888 by Berrill, Stenhouse and Co., Dumbarton, for the Shire Line. She was considered rather an unlucky ship during her career. She was abandoned 100 miles west of Brest on March 27th, 1910, finally sinking some distance off the Lizard while in tow of her would-be salvers. Her dimensions were 252.5 ft. b.p., 40 ft. beam and 23.7 depth. The signal number was K.T.Q.M. I have seen it stated in a contemporary that she was originally a four-masted ship, but this is inaccurate as the sail plan I have given is a tracing from the original dated one. The “Buteshire” was a fine vessel, typical of her class and therefore forms a worthy subject for the ship modeller. CARBURATION FOR MODEL SPEED-BOATS. By G. M. Suzor. ( AE SUBATION is one of the greatest bugbears of the model engineer, and of the model speedboat man in particular, and it can safely be affirmed that the satisfactory performance of the petrol engine entirely depends on proper carburation. It is common knowledge that good carburation entails a mixture containing proportion (by weight) of one part of petrol to 15 parts of air, but the vibration of the engine, which is far in excess of the scale vibrations. This excessive vibration causes the petrol to shake violently in the float chamber with the result that the level becomes incorrect. This defect is so marked that the petrol overflows, the delivery from the jet becomes too strong and the engine chokes on too rich a mixture. According at this ideal proportion. If it is any csnsolation to our readers, we can tell them that this proportion to the amount of vibration, it may also happen that the petrol in the float chamber makes an emulsion so that the jet delivers a mixture of petrol and air with an equally detrimental effect on the is very rarely obtained, and this leads us to the running. difficulty with the means at our disposal is to arrive assertion that even the best model power-boats are still very badly carburetted. As a proof of this assertion we instance the exaggerated quantity of petro! that they consume, which is relatively equal to 35 gallons per 100 miles for an 8 h.p. car. Every system of carburation has been tried for model engines, and all of them function more or less satisfactorily, but the observant will have noticed that at recent meetings of model power-boats only three types of carburettors have been used. These are :— 1. The classical type consisting of a float chamber, a main jet in a venturi tube, a secondary jet for slow running, an air inlet and a throttle. This type amply satisfies those who wish to have a carburettor which closely resembles the prototype, but the additional complication of a jet for slow running appears to us to be useless, as even with it the slow- ing effect which one obtains with a racing engine is altogether illusory. FIGURE A. 2. (See Figure A.) The type with a float chamber, a main air inlet acting as a throttle, a principal jet in a venturi tube, and an extra air inlet. This form of carburettor is by far the most popular, and is also the most practical, since a slightly narrow venturi tube promotes easy starting, Model engineers are well aware of this and have got over this difficulty in two ways. Either they have fitted an enormous float chamber, often totally disproportionate, or (more rarely), a miniature one. It is evidently a matter of great difficulty to exactly determine what is the correct size, but this is directly relative to the period of the vibrations of whilst the extra air inlet permits a clever model engineer to obtain a considerable increase in engine speed owing to the nicety with which the mixture can be regulated. In both these types of carburettor one part in particular is of the utmost importance, and that is the float chamber. This part never gives trouble on an automobile, but is not always so reliable on a model speed-boat owing to the tremendous the engine. Another part of the carburettor which has been improved is the jet. We have all noticed the remarkable difference in performance’ which results from changing the bore of the jet, and one of a bore that works admirably on a sunny day does not give the same result on a misty day. One has simply thought of taking several jets and using the 116 one most suitable to prevailing conditions, but obviously it would be better if the jet is variable at will. This can be effected by making the jet a needle valve variable by a screw, and this arrangement, if manipulated with skill, gives astonishingly good results. 3. (See Figure B.) Floatless Carburettors. As their name indicates, the float chamber has been abolished in this type, but except in this particular they resemble the preceding types in that they are composed of a main air inlet acting as throttle, a screw valve jet in a venturi tube, and that is all. This type of carburettor which is disconcertingly simple is the one which we have used in the “* Nickie”’ family, and it has given us most excellent results, but it necessitates a special setting in order to start up the engine. The idea prompting the design of this type of carburettor has been that it permits of the admission of the mixture with a minimum of resistance. Also, the petrol, instead of being fed by the vacuum in the body of the carburettor, is pressure fed. This for the sparking plug and turned the engine over, it would fire and consume the drops of petrol. If, on the same engine, you fitted in place of a carburettor a plain tube 2 or 3 inches long, and injected some drops of petrol into this tube well moistening the interior of it and then turned the engine over, it would fire and make several revolutions before coming to a stop, since, unlike the first case, there would be some traces of petrol left in the tube after the first explosion which would permit the engine to fire a certain number of times. The method of starting up with a floatless carburettor is founded on this fact. After the pressure in the tank has been raised by the rubber balloon, one opens the jet by the screw for an instant, closing it again almost immediately. During the time that it is open the jet delivers a certain quantity of petrol which thoroughly moistens the inner surface of the carburettor. One then turns the engine over. If it does not fire at once, the cause will be an excess of petrol, but this is not a matter of any importance as one can continue to turn until the first explosion takes place. At this point the engine can be started up and it will fire several times, but one must be ready to re-open the jet without delay to feed the motor before it stops. When one has become used to this little exercise, one will appreciate this type of carburettor, but one must repeat that this system is tricky and many of those who wished to use it have not realised its full possibilities. Returning to the problem of carburation, many model engineers are inclined to use an inlet pipe FIGURE B. permits the use of a very large bore venturi tube which causes practically no resistance, and in certain cases one can even do without a venturi tube, which is even better still. Thus, it can be said that the most efficient type of carburation is also very delicate, since the flow of the petrol is independent of the engine during starting up, which is, thereby, rendered difficult, as if one opens the jet by the screw too much petrol is forced through before one has time to turn the engine over in its first revolutions. Again, if one stops the boat by the switch the motor stops but the jet continues to flow, and in the case of a two-stroke engine it inopportunely fills the crankcase. In order to understand the method of startmg up one should consider the following facts. If, in any engine which had no carburettor, you injected a few drops of petrol into the cylinder through the hole with too large a section. This results in condensation of the petrol which leads to trouble, and one must always remember that the mixture charged with petrol ought to circulate rapidly. Others have a tendency to abuse the extra air inlet which then becomes the main air inlet. This, again, is a great mistake as it upsets the mixture which becomes “ air-petrol,” alternately too poor and too rich. Another point is that the racing mixtures of which one hears so much talk have no power to improve the engine. These mixtures are made with various combinations of petrol, benzole, alcohol, ether, ethyl, etc. These mixtures are really efficacious only when one attains compression ratios of 1 to 12 or 1 to 14 in big engines, but in our 30 ce., which are much less liable to pre-ignition and detonation, this ratio ought to be 1 to 16 or 1 to 18. However, we are far from realising this ideal, and in model power-boat engines the best have ratios of no more than |] to 9, and in this case a simple mixture of half petrol and half benzole will do everything necessary. The conclusions given in this article are the result of nearly ten years’ experience in International contests organised by the M.P.B.A., but they are by no means irrefutable and we invite criticism gladly or discussion on the points raised. ,ia Sd (Solis Guv2g of 1670. HE model I am about to describe has been selected as typical of the earlier Royal Yachts introduced by Charles II]. This king built many yachts in his reign, most being one-masted sloop rigged, and used them for racing and cruising. Later on, under the Georges, they became larger, were ship-rigged and elaborately decorated, and were only used on State occasions. These vessels had little of the charm of their predecessors. The original model on which mine is based is at present in the Science Museum, and I am indebted to Mr. L. G. Laird Clowes for many of the details. Incidentally, I would advise anyone intending to model this to obtain from the Museum a photograph of the original model, as it is invaluable for reference. This model is to a scale of .j;, the dimensions of the original vessel being, length 70 ft., beam 20ft., depth in hold 8ft. 6in. From these dimensions, photographs and sketches of the model and drawings of contemporary craft, I got out a set of lines to the scale of tin. = I{t., which makes a conveniently sized model. These lines are reproduced on pages 148 and 149 of this issue of MARINE MODELS and may, I think, be taken as typical of her class. Externally the original vessel had a good sheer, and a high stern. The wales were double, painted black. Parallel to these and cutting the gunports, which were round and surrounded by gilded port wreaths, was the sheer rail, also gilded, and above this rail the side was decorated with gilded scroll work. On each quarter were highly carved windows or badges, and in the stern was a tier of four windows, separated by carved figures. Above were the Royal Arms. At the bows she resembled the men-o’-war, having a figurehead with head rails. The internal details are more interesting. Some distance abaft the mast, the deck is broken and a deckhouse, extending across the ship, is sunk some 3 ft. below it, with the roof just below the bulwarks. In the stern is the great cabin, with its floor just below the main deck level and its rvof in two levels, stepped up about 9in. near the stern. The rudder head comes up through the cabin into the open deck, where it is fitted with a curved tiller. Floors and roofs of both cabins are almost horizontal and do not conform with the sheer of the hull. Between the cabins is a well with its deck level with that of the after cabin, but above that of the deckhouse, which is reached by steps leading down to a door in the port side. The top of this cabin is reached from the well by a carved ladderway. On either side a gangway with a low carved hand-rail connects the two cabins, being level with the fore deckhouse and going up two steps to the after cabin. Under these gangways are lockers. The after bulkhead of the well is divided by two vertical carved figures. On the port side there is a door, and in the other two divisions are windows. The fore bulkhead has a door on the port side, the ladderway in the centre and a window to starboard. Forward in the bows is a windlass working in two thick pieces of wood bolted to the bulwarks. Above this is a heavy beam, and the space between this and the bows is filled in by a grating, divided so as to let the bowsprit, half let into the starboard gunwale close to the stern, step under the beam, which is about 9 in. (in the ship) below the gunwale. Abaft this windlass is a grating, next a funnel to the galley, next a companion way with carved handrails, then the mast. Abaft this are the bitts, two uprights with a straight cross piece, and a hatchway. — In the corners between the inside of the bulwarks and the fore bulkhead of the fore deckhouse are ladders with three steps each, the lowest step being a quarter of a circle and the upper almost L-shaped. Only the foremost five port holes, opening on to the deck, are pierced, the other four on each side being dummy port wreaths. These fittings belong to the hull proper, but there are several others which should come under rigging. Just before the mast a strong beam runs across from bulwark to bulwark, a few inches above the deck. This is square in section and acts as a horse for the sheet of the foresail. A similar beam is placed just before the break in the roof of the after cabin to take the sheet of the mainsail. Above the beam in the bows over the windlass is a fife rail with five belaying pins. This rail is level with the bulwarks. Cleats are placed on each side of the vessel, the first being near the gunwale, halfway between the second and third ports from the bows, the second just above the horse for the foresail, and the third just before that for the mainsail. There are five deadeyes on each side, and the chain plates for these extend in an arc from the edge of the channels to the ship’s side. Back stays 148 LINES OF ROYAL YACHT OF 1670. Drawn by W. SALISBURY. 4 4 4 a GR Dr a = fs ond 12 | =< 7K, 2! SISK ot . % AR ANON pan Pa i) Y; 1 is 4 Scale 10 fect © Trnxcb 20! aE AbL ARE = \ aul pa sp a W.B, ao —— LINES SJOULOEOD 149 me me ee es we RAIL a ee a RISING LINE aL ————— ma [ANORAL S . 2 YW x c g ® | GRATIN BREADTH s int: AT I} Trop = OF BYULWAF ee EXTREME BREADTH This drawing is the property of the Author and must not be copied or reproduced without permission. 150 are set up with runners to two eyebolts between the sixth and seventh ports from the bows. little and rounded to represent the moulding at the top of the bulkheads, which have a similar mould- If made from the solid these hints may be helpful to builders. The lines shown in the body plan are the timbers, and the thickness of the planking should be added. The deck houses should be ing at the bottom. The stern should fitted to take the strain of the forestay. roofed with be well As this method has been described in endless articles, I will not go into further details. #;in. plank, the edges overhanging a (To be continued). RIGGING A DOUBLE-ENDED SHEET AND TWO USEFUL FITTINGS FOR MODEL YACHTS. id originality or novelty is claimed for any of the gadgets illustrated, it is morally certain that some reader in Ararat will send a letter to MARINE MODELS conclusively proving that Captain Noah used them on the “ Ark.” All that is, therefore, claimed is that they are unusual, function admirably, and that the writer has not seen them fitted elsewhere. This fitting can be used with advantage for the foot of the mast to take the kicking strap, and a smaller edition, minus side lugs, on the boom for the other end of the kicking strap. This obviates the use of a screw-eye in the boom and ensures it not being pulled out by the great and sudden strains which sometimes fall on the kicking strap of a large model. ad A method of rigging a Double-ended Sheet. With modern high sail plans a direct single pull sheet is not always satisfactory, also it is not always convenient to put the horse directly under the end of the boom. On the other hand, if a double sheet is used with adjustment on one end only, it needs lin. of sheet to check the boom out $in. By the arrangement shown, }” movement of the bowsie shortens the sheet lin. and pulls the boom in l approximately } in. The second illustration shows a halliard mastband with a tongue. This is a stronger fitting than the usual brazed-on lug and, moreover, the tongue accommodates itself to any required angle for the halliard. An additional advantage is that the tightening screw (in the case of a band used to carry the jib halliard) is thus forward of the mast, and does not interfere with the luff of the mainsail. A form of Mastband. The third gadget illustrated The ordinary form of is a gooseneck. gooseneck used on models consists of an inverted hook on the mast-band, and an eye in the end of the boom ferrule. This is an unseamanlike fitting. and frequently unsatisfactory When it is used the tack lanyard of the sail is usually made fast to the eye in the boom ferrule, or sometimes to a hook on the inverted hook on the mast-band. The form of gooseneck shown is like a real yacht’s—almost. The boom socket is large enough to permit the boom to be unshipped when changing sails. The end of the jackline is fitted with a hook, and changed over at the same time as the sails are. Consequently, the pull on the jackline will keep the boom firmly in its socket. By using the hole for tack hook, the tack of the sail can be fixed in such a way that there is a straight pull on the luff and foot of the sail. A form of Gooseneck. The diagrams illustrating these fittings were kindly executed for us by Mr. G. W. Reason.—Editor, M.M. MORE ABOUT THE METACENTRIC SHELF SYSTEM OF BALANCING A MODEL YACHT HULL. By “K.” INCE the publication of my article in the September, 1932, number of this magazine, certain queries have been received as to the meaning of the dotted curve labelled “* Comparative disturbing effect of discrepancies,’ which appeared on my analysis of the lines of the America’s Cup Defender, “ Enterprise.” This line is a curve showing the product of the heeled underwater sectional area, multiplied by its own particular distance from the line dropped through the metacentre and the point on which it balances. For example, in the diagram it would be the shaded area multiplied by the distance AB. In practice it may be found that the metacentric * shelf,” “‘ gate,” ‘‘ axis ’°—call it what you will— may take the shape like abcdef. Now if OPQR is - the curve of heeled displacement, YZ = W x X for all points. If, when all sections are superimposed on one another it is found that collectively they balance on the penknife blade on the dotted line dropped from M, then the shaded are as ///// must collectively balance the shaded areas ~. I doubt whether, apart from purely academic reasons, it is worth while pushing the matter as far as this, as it involves somewhat laborious calculations, the result of which is liable to error as the discrepancies X are so small at times that their measurement may involve appreciable error as the areas in the curve OWPQR become large. Furthermore, the position of the heeled metacentre M is dependent on whether the hull lifts | —————a ! LEE CURVE Zea 7 ‘2 OF COMPARITIVE DISCREPANCIES, 152 out of the water on heeling. I have assumed in the case of “ Enterprise’ that the hull does not rise—that the lift is cancelled by the depression from the sails. This depression must vary in different vessels—some lift under their full sail—remain neither lifted nor depressed under reefed sail, and are actually depressed into the water under storm conditions. At present Iam satisfied as the result of numerous experimental craft that the balancing of the paper patterns on a penknife edge meets all practical requirements. You will recall the old story of the young sailor who told his grandmother that the anchor of his ship hooked one of the wheels of Pharaoh’s chariots on its flukes in the Red Sea, where, furthermore, he had seen flying fish. She believed the first story, and called him a d liar over the second. Yachtsmen, and model yachtsmen, too, can swallow the assumption that the sea is smooth for the purpose of estimating the displacement of the yacht or model, but if the same assumption is made in balancing a hull all manner of objections are raised about waves, troughs, spray, etc. I can assure readers that both assumptions are well justified by experimentai experience. (Continued from page 127). QO *E of the most interesting boats now running in competition work is the “ If-it IV.” Some sixteen months ago her owner, Mr. A. W. Cockman of the Victoria Model Steamboat Club, then a newcomer to the sport, purchased a Stuart Turner “Star” Engine. I notice that in my reference to this engine in the last issue of this magazine, it was mentioned as being a “Sun” which is, of course, a larger engine altogether. Obviously a slight astronomical error * This engine, as purchased. was fitted with a flash boiler and installed in the hull of “Tf-it I.” The results obtained, however, did not satisfy her owner for long as he was aiming at greater speeds. One improvement followed another, and _ hull succeeded hull, until to-day nothing remains of the original engine but the outer aluminium casing, and the engine itself is fitted into the fourth of the series of hulls. During this period of development no less than three sets of pistons have been fitted, the first of phosphor bronze, the second of rustless steel, and the present set of cast iron. The owner has found by practical experience that the latter not only give increased engine power, but also wear better. Three sets of piston valves have also been fitted. Amongst these a set of rustless steel piston valves was tried, but discarded, as they were found to score rather rapidly. The present valves are cast steel, which has been found a complete success. Two sets of connecting rods have been used, both of flat drawn phosphor bronze. The second of these, which is now in use, is fitted with split bigend bearings in the same material. The original construction of the engine has to some extent governed the re-building. The aluminium crankease and cylinder support of the “Star” engine are a single casting in the form of a cylinder jacket. The cylinders are formed by cast-iron liners, which are screwed up into the top of the aluminium casing. In order to steady the lower ends of the cylinders, Mr. Cockman has fitted a steel plate with two holes in which the liners register, thus making absolutely rigid. This plate is, of course, fixed into position inside the top of the crankcase. Several sets of liners have been fitted, amongst them a set of rustless steel, but here again this material was not found a success owing to its liability to score. In order to gain increased power, it was decided to fit larger valves than those originally supplied. This necessitated a new cylinder head. T HE making of fittings is possibly the most fascinating part of model ship and steamer I. First decide on the diameter of the actual glass and then on the diameter of the outside flange. Take a piece of brass rod just slightly larger in diameter than required and chuck in a hollow spindle lathe. Take a drill the size of the glass and chuck in tail stock. Drill up the rod, feeding the drill by hand by means of tail stock screw. Next take a small milling cutter about 4 in. larger in diameter than the drill just used. Remove the drill and chuck the milling cutter. Feed this up by hand to a depth equal to about 14 times the thickness of the glass that will be used. Next bring up your slide rest with knife tool and reduce the external diameter for a distance equal 159 to that of the hole recessed by the little milling cutter. Now use your parting tool and part off from the rod leaving a little flange about 4 in. thick. You now have a completed side light frame. See Figure 1. Proceed in exactly the same way and turn off the number of frames required, feeding the brass rod up through the hollow spindle as it is used up. N.B. See that your tools are sharp and cutting well as the finish should be so perfect that no further work beyond further lacquering should be required. Take a piece of glass, (an old photographic negative is ideal) and mark off cut into strips rather wider than the diameter required. Cut these again into small squares. For this a diamond or wheel glass cutter must be used. With a pair of wire-cutting pliers cut the corners off these squares. With a little practice round little circles of glass can quickly be made in this way. Now comes the important part. Get a number of wooden meat skewers or any suitable pieces of round wooden rod. Carefully face off each end of the rods and stick one of the small pieces of glass oneach. Croid glue is fine for this purpose. Leave overnight to stick well and truly. Ona fine emery wheel running at a moderate speed, grind the edges of the discs until they are truly circular and just fit tightly into the previonsly made brass frames. If the work is done properly the glass should fit fairly tightly and quite snugly. In grinding hold the meat skewer on the rest and rotate same slowly grinding where required. Very light presure must be used, water and turps being used as a lubricant. tube is taken and one squared off. On this, one of the washers is soldered taking care to get it dead central. Run the solder well round the tube but do not get any on the inside. Take a piece of wood and drill a hole through it to take the tube. Drop the tube through with washer lying on top. Now drill out the hole in the washer to the size required for the glass, or it can be routed out with a small rat-tail file. The part of the tube below the wood will provide means to hold the work during this operation. Cut off the tube to the length required for the body of the light. The alternative method of making the glass discs is as follows. Take a short copper tube whose bore is true and equal in diameter to the size of the glass discs required. Fit this with a pulley in its centre and arrange it vertically through two bearings on either side of the pulley. Place the glass plate under the tube and rotate the latter rapidly by means of a belt running over the pulley, a slight pressure being meanwhile put on the top of the tube. Flower of emery and turps is fed down through the tube to act as an abrasive. An alternative method of rotating the tube would be by means of a hand or breast drill, but in such case the abrasive would have to be put under the cutting end of the tube raising it for the purpose from time to time. Obviously the abrasive mixture must be kept well clear of the drill chuck. A glance at Figure 2 will show the method at a glance. i When ground to size, the glass may be unstuck from the skewer by putting same into warm water. 2 The skewer can be used over and over again. All you now have to do is to carefully press the glass discs into their frames and the portlights are finished and ready for insertion in their positions in the hull. In fixing into the hull the holes should be drilled so that the lights are a tight fit, and if the model is an actual working model a touch of varnish round the hole is advisable, inserting the light while the varnish is still wet. This process of mauufacture sounds complicated but in practice is not, and after a time the modelmaker will find he can turn the portlights out very rapidly. There is an alternative method of making the brass frames which may appeal to those who do not possess a lathe, also another method of making the glass discs. For this, brass washers having an outside diameter suitable for making the flanges of the lights are required, also some brass tube of a suitable diameter to make the body. A length of fy | | = \quass J FIGURE II. Machine for cutting Portlight Glasses. It will be necessary to make a little jig the cutting tube and keep it exactly in its the glass, or as engineers say ‘‘locate it,” using a hand or breast drill to rotate the to guide place on if one is cutter. To do this simply screw two pieces of wood together at one end inserting between them a piece of thin wood or cardboard just a wee shade less thick than your glass, before screwing together drill a hole through the opposite end of the top piece of wood an easy fit for your tube to revolve in. 160 The first thing is to make a hardwood female mould of the mouth of the cowl and then turn up a male hardwood mould to fit into this but it should be smaller by at least three times the thickness of the metal which is being used. The brass or copper sheet must be well annealed. The bell of the cowl is formed by pressing the metal between the male and female moulds, patience and frequent annealing being necessary. When at last a perfect cup has been formed, file the end of the FIGURE III. Jig for Portlight Glasses. Insert the glass in the open slot and screw the lot up so that the glass is just nipped, then clamp the whole thing to your bench or hold it in your vice if you can, take up your breast drill insert the cutting tube through hole, using plenty of turps. water and flour emery and using only a ligut pressure, grind away to your heart’s content frequently lifting the breast drill to allow the medium to flow back and under the cutter. Should your breast drill chuck be too small to take size of tube, then take a piece of copper rod same size as tube, about 14 inch long, chuck in your lathe and turn down one end of it, take it out of chuck and reverse ; select a drill same bore as the tube, chuck this in your tail stock and drill up for about } inch, you now have a cutter ready for use. If you cannot get the use of a lathe, another method which the writer has often used is to take your piece of copper tube and solder into one end of it a piece of brass rod then file this down so that it will go into your drill chuck. N.B. It is most important which ever method you use, for the cutter to run in your drill chuck truly. Figure 3 clearly shows the idea. Probably the best method of making model ventilator cowls is to make them in the same way as the prototype is made. This is by bending and beating up the copper or brass, but this is work for an expert coppersmith and unless one has experience of sheet metal work, one cannot hope to produce a good result. When the necesary skill is available, really beautiful models can be made In this way. Another method is by building up. The stalk of the ventilator is made from a piece of very thin copper or brass tubing but the cowl has to be formed up from very thin copper or brass sheet. tube to fit snugly at right angles to the axis of the cup. Then carefully solder both together and remove the meta] from the cup by carefully passing a drill up through the stalk. Solder a wire ring round the mouth of the cowl and a small flat ring round the base of the stalk at the predetermined deck level. Carefully clean away all surplus solder, polish up all over, paint the inside of the mouth bright red and the outside buff (or whatever colour is desired), and your ventilator is finished. Another method which the amateur who has not too many tools may find preferable is by electrolysis. Make a wood or plastic wood model of the ventilator to act as a matrix. From this make a plaster of paris mould in two halves using Ash’s Dental Plaster for the job. For those who are unfamiliar with the method of making a plaster mould it may be as well to give a few particulars. Take a small cardboard box and cut down to a depth that will allow the thickness of half the matrix plus about }inch. Mix enough plaster to make the first half mould, getting it smooth and to a consistency of thick cream. The matrix must be absolutely smooth and should be greased all over with vaseline. Fill the box with the plaster and let it thicken slightly, then press the wooden matrix firmly down into it until half is submerged in the plaster. Let this set a little more and then scrape off all surplus plaster and smooth dead flush with the top of the box. Take two little pieces of round wood and push into the plaster. These are to form pins (or dowels) to ensure the two halves of the mould registering accurately each it is used. Let the first half mould set stone hard. Then make sure that the matrix is not stuck. Move the half mould into another cardboard box of the same size but twice as deep, replace the matrix after giving the lower half mould a coat of clay wash. This is done with an old paint brush which is dipped in water and then rubbed on a lump of common clay. This prevents the two halves of the mould sticking together’ The matrix is agained greased and the mould box filled to the top with fresh plaster and allowed to set. When dry the mould can be parted by holding edgewise under a slowly running tap, a thin knife blade being used to facilitate the operation if required. A hole must be made in the mould to pour the lead into. The 161 bottom of the stalk can be opened in the mould for this purpose, the plaster being cut away with a knife. It should be noted that in the case of a large casting, a second hole is needed at the highest point of the mould or rather of the casting to act as a blowhole and let out any air. N The mould must be allowed to get absolutely dry before casting the lead ventilators. The two halves 3 of the mould can be bound tightly together with string during the operation. : ; y N 4 T N eke) It is most important that the lead ventilators are carefully polished as the deposit is thin and marks will be faithfully reproduced, solder a few inches of ordinary bare copper wire to the bottom of the stalks connect to an ordinary battery zinc (or if “ ” Teed Make as many lead castings as ventilators are required. Clean these up and polish all over making exactly alike in every respect. These have now to be copper plated. Man Pal a) tad tants N ; you like any piece of sheet zinc but the zine must be amalgamated). Now place your zinc in the porous pot and fix a glass rod, or any other good non-conductor such as a stick of sealing wax, across the large glass jam jar, over this pass the copper wire from the zinc and suspend your ventilator of lead into the outer glass jar of copper sulphate. N.B. Be anything. very careful that nothing touches Make a little linen bag and fill this with copper sulphate crystals and suspend this with a piece of string down the side of the outer glass jar, the object’of this is to make up for the loss and to keep the solution up to strength. Do all this last thing at night, take out your ventilator in the morning which now will be coated with copper, carefully clean this all over with an abrasive soap such as “Vim” or ‘Monkey brand,” if the deposit is not thick enough repeat the process until you are satisfied. Nip off the copper wire and thoroughly clean and polish all over, file off the copper at the bottom end of the stalks and at the open end of the cowl, melt the lead away by holding over a bunsen flame. f Procure an empty porous earthenware pot, fill this with diluted sulphuric acid, place this into the largest glass jam jar you can find and fill this with a saturated solution of copper sulphate. ro To amalgamate zinc prepare a small wad of cotton wool on the end of a small stick, damp with dilute Sulphuric acid, dab this into a blob of mercury and rub it all over rhe zinc until the whole is covered witha bright coating of mercury. — FIGURE IV. Arrangement for Copper Plating. Solder a ring all round the cowl mouth and a flat ring at base of stalk as previously described, your cowl is ready for painting finishing. If you will study figure 4 the apparatus will be easily followed, tell your local chemist what you want the solutions for and he will make them up. A number of fittings can be made in this way if desired, the writer has only described the very simplest method without going into any technicalities. In my next article I shall describe the making of mushroom ventilators, galley funnels, hawse pipes, chain leads, etc. (To be continued). 162 HULL DESIGNING FOR BUILDERS OF WORKING MODEL STEAMSHIPS. (Continued from page 106). By ATLANTIC. HOPE that readers of this series of articles have kept their back numbers, or at all events, straight, but blend nicely into it. If they turn off it suddenly, the ends will require filling out. The beginners in designing have done so, as frequently it is necessary for me to refer.to points that have previously been raised. Curve of Areas of our little Our present task is to find the C.B. and calculate the displacement. It may be remembered that on of Areas, obtaining section areas by counting and page 32 I showed how to get the area of a transverse section by counting the squares on the paper. There are two other methods of doing this. The areas can be calculated by various formule, or they can be measured by means of an instrument called a planimeter. The latter is what is done by professional nava] architects, and is really the quickest and best. I do not imagine, however, that many of my readers are going to spend about £4 or £5 on the purchase of a planimeter. Nor do I think they will want to worry with calculations when the counting method will do all that is necessary, expeditiously and with sufficient accuracy for all practical purposes. Personally, I started with calculation methods, abandoned these for counting, which I only gave up when I bought a planimeter to save time. The base-line of the diagonal plan will serve to plot the Curve of Areas. First, measure up each section (underwater portion only) by counting and jot the results down on a slip of paper. The results are square inches and hundredths of square inch. Use decimals to write these to save time and trouble. Using a convenient scale (say, | longitudinal inch = 1 sq. inch or } longitudinalinch = 1 sq. inch), plot the transverse section areas in their appropriate positions at right-angles to the base-line. Thus, the area of Section No. 2 is plotted on Section position of No. 2, andsoon. These perpendiculars are known as the ‘“‘ Ordinates of the Curve.’ When all the points are spotted in, a curve will have to be drawn through them. By the way, the sections need not necessarily be evenly spaced at this point. Evenly- spaced sections (or ordinate) can be put in Jater as required. The part of the Curve of Areas representing the parallel middle body will not be a curve at all, but a straight line. It should be observed that the curved ends should not suddenly turn off this FIGURE LI. vessel is shown in Figure 11. We have already seen how to draw the Curve erecting ordinates. To find the Centre of Buoyancy, trace, on tracing paper, the shape of the figure, bounded by the Curve of Areas and its base-line. Cut this out with scissors and find the fore-and-aft position of the C.B., by balancing on a pinpoint.: If the paper seems inclined to bend at the ends, it can be folded longitudinally. If this comes with the C.B. at approximately the desired position on the LWL length, well and good. If not, the lengths of Entry and Delivery can be adjusted until it does. This was explained in the previous article. The displacement can be calculated as soon as the Curve of Areas is adjusted. As the ordinates represent square inches, and the base longitudinal inches, the product will be cubic inches. Count the squares as before, and the result will be the displacement in cubic inches. If, however, the base and/or ordinates have been plotted on any scale but 1in. 1 longitudinal inch or lin. = 1 square inch, it will be necessary to adjust matters accordingly, result by the scale. by multiplying the If the centre line (representing the LWL length) is plotted $in. = 1 longitudinal inch, the result must be multiplied by two. If, on the other hand, the ordinates (representing sectional areas) are on a scale of $ in. =1 square inch, the result must be multiplied by 2 « 2 (=4). If the whole plan is half-size, the result must be multiplied by 2 *« 2 x 2 (=8). Similarly, if the plan was onethird of full-size, the result would multiplied by 3 « 3 x 3 (=27). The displacement is now found, have but to be recollect what we have found the displacement of. The sectional areas we have used were taken from halfsections, so our displacement is that of a half-model, and must be multiplied by 2 to give that of the whole vessel. This displacement is in cubic inches and we next have to find the weight. (T’o be continued.) ; | pL por TAA Advertisements v i oN a -_ E 4 [ The Mark of Distinction. A letter of appreciation typical of many wonderful letters we have received from every part of the globe where racing models are sailed: Dear Sirs, I have to thank you for a most beautiful sail. When I tell you I have been with all the crack boat builders for 45 years in a responsible position, you will guess I have seen some sails. Thanking you. Yours faithfully, Bournemouth. F. G. ROBINSON. IT’S THE OPINION OF MEN WHO KNOW THAT COUNTS CHARLES DROWN & SON, SAIL SPECIALISTS, ULLSWATER ROAD, W. he NORWOOD, LONDON, S.E.27. y, ‘ BASSETT-LOWKE | | BIPOD MASTS) MODEL SHIPS SCALE vi tee a ace oi Bipod Masts I have spent two experimenting with and have now achieved rigidity combined with years these great light- ness. – Masts are made of streamline section Duralmin tubing. Alljoints are rivetted to angle castings. I Scale Model NAVAL PINNANCE. Clockwork 6 guineas, electric £6 18s. 6d. Scale Fit ings of al types for the Model Working Models Motor Boats, of Sailing and Cabin | Motor Yachts, Cruisers, Tug Boats, Battle Cruisers—small attractive souvenir Waterline Models of Famous Ships—Glass Case Masterpieces for Exhibition and Publicity— Gan enue €6, eset potest BASSETT-LOWKE, LTD., —— ondon ee Brane – {Manchester Branch Swivelling 28, CORPORATION ST. in Forty years’ experience designing, building and Hand-made Fittings in Sailing craft. all kinds of model brass or chrome finish. Andrew J. Bark oe 112, HIGH HOLBORN, W.C.1. = make material. No. 9 in our increasingly popular series of super-detail Marine Models. also Masts (centre), of the same 26, % Alderley Road, NORTHWICH, Ches. In reply to Advertisers, please mention MARINE MODELS. Advertisements vi “W_.H. BAUER Model and Yacht Fit-out Repair OUR LIBRARY BOOKSHELF Model Sailing Craft Barlow’s Tables of Square Spars, Sails, Fittings Model Sailing Yachts. To order only. Ship Model-making. Decorative, Water-Line … 7 7/6 Be 1/6 6/- (McCann). Vol. I. Decorative Ships. (Barbary Pirate Felucca and Spanish Treasure Galleon), Vo). II. Clipper Ships,‘The Sovereign of the Seas.’ (Should be in & old-time Ship Models and sak Model Power Boats. (New Edition). By Edward W. Llobbs, a.t.n.a. … and Accessories Built 25/- Elements of Yacht Design, (Skene) 24/-* Service. and Cube Roots. for all Classes. eee by W. J. Daniels and IT. B. ‘Tucker. the library of every Clipper Ship Modeller). Vol.III. U.S. Frigate “Constitution.” Restored. (Contains a mine of information for Ship-of-War Modellers). 12/- per volume.* Workshops: Ship Model Builder’s Assistant. 10, Celbridge Mews, Porchester Road, By Chas. G. Davis. LONDON, W.2 \. y, f ow. G. ~PERKS, (Reprint). oe 55 5/- Sails and Sailmaking. (Reprint). oe er 6/- From Carrack to Clipper. Several generally in Stock, 18’ to 60° L.O.A. May be tested on Crafnant Lake by appointment. By I’. C. Bowen. wad .. 12/6 (Contains a splendid collection of photographs ZXAL of Medels.of all. periods). Waterproof Unshrinkable Unstretchable Light Strong Suitable for any size Models PRICES Masting and Rigging. By Robt. Kipping. and invaluable to Square Rig Modellers. designed and built to order. SAILCLOTH 27/-* The above are reprints of contemporary booke MODEL RACING YACHTS XL … By Robt. Kipping. 23 ‘The Cutty Sark.” Part I. (Hull Lines and details). Part If. (Spars, Rigging and Sails). REASONABLE. Trefriw, Caernarvonshire. By C. N. Longridge. 7/6 each part. *Prices of American publications liable to fluctuntion in accordance with the rate of exchange. FOR SALE Please add 8d. postage to all books not over 6/- in price, and 6d. postage for larger books. A-CLASS, ‘*Modesty,’”’ by Daniels. Runner-up British Championship, 1928. Complete three suits Sails. First-class condition, £15. Described “most handsome boat built.” Seen Surbiton. \. EK. G. Grenville, Sheldon Avenue, N.6. Foreign Postages extra. Books not on above list obtained to order. 39, MARINE MODELS, GOLDEN HOUSE, GT. PULTENEY STREET, y, LONDON, W.1, In reply to Advertisers, please mention MARINE MODELS. 163 THOSE SMALL CLASSES ! ABOUT POCKET- WHY NOT DREADNOUGHTS POCKET MODEL CouLD THE BOATS. THEN ARRIVE LAKE LOOKING Good A HEARD HAVING DEAL THEN OF WeTtt THE THE AIR CONJUROR AND VEST POCKET EXQUISITE LITTLE THE THE ONE IVE-NOTHING-uP-MY- SLEEVE aT ATTITUDE PRODUCE FROM COULD ONE PROFESSIONAL AN CRAFT – QuITE RESPECTABLY DRESSED, witH NO APPARENT ENCUMBRANCES. @ OF COURSE, HAVE {TS THAT ONE SHATTER MAKING IT wOuLD DAMNATIONS IN WouUuLD ONES FINAL PROBABLY OPTIC NERVE IN FACT READING PROVERBIAL WOULD COME INTO ADDITIONAL USE – TO SEE IF ONE HAD PUT THE PIN WRONG THE CLASS INTO THE CORKECT WwouLd BDO ROUND THE WITH MARATHON WRONG SIDE 2 PONO._ THE OF BOATS SMALL AWAY ETERNAL HOLE. te! nite ADJUSTMENTS, THESE BuT THAT AND ALLOW INDULCE OR EVEN ONE 40 AND TO IN A NAP OF WINKS 39 WHILE WAITING LATER-—WITH OPTICS ~SCAN FOR SLEEPY THE WATER ONES “LITTLE MAYBE THE SWAN PRECIOUS” HAS -EATEN BuT NO- 1T AND SO WOULD LIST OF NUMEROUS AND AD- THEN THE VANTACES pa \\ 4 would BE COMPLETE UU without A WORD no! THIS IS SAILS, ABouT THE NOT A UGE ON SECOND suit (40) WOULD FIT. SNUGLY. BEHIND ONES EAR OR LUG. ANNOYANCE 19 100% SEEING MEN sucn @ SUCH BIG PLAYING SMALL WITH BOATS, HEART AFRESH. BUT am EVEN THAT ANNOYANCE cw NOTHING COMPARED WITH NOT BEING SAID SWAN IT ba SUPER- SUPER ONE’S BEAT J FINALLY. THE WAS BLANKETTED BY THE SKIPPER WHO HAS LEFT HIS BOAT IN HIE OTHER COA WAiST- 164 and Mr. Moore was present with his liner, which reverses on striking the bank, there being islands on his home water. On our the last Saturday of July Championship Regatta An innovation will be at we are holding Maxwell the race for free Park. running boats, two lengths of the pond, and no handicaps. I hope to run a boat in this event, but if not, my money will go on Mr. MecDermid’s Thornycroft GLASGOW SOCIETY OF MODEL ENGINEERS. Although the speeds at our meeting with the Edinburgh Society at Inverleith Park, Edinburgh, on June 24, were not very high, for “ round the pole,” at any rate, the spectators were treated to some exciting incidents. The pond has sloping banks, so that it is dangerous work getting to the water’s edge, and when, the free running boats opened the proceedings some prodigious feats were accomplished. Quite the star turn was Mr. Murdoch’s “ Sharpie,” which was on its mettle in strange waters. It careered over the whole pond at upwards of 10 m.p.h., chasing some swans in a spiteful manner, before it smashed both propellers against the bank during turning operations, but some of us “‘ young’uns ” had our eyes opened at our elders’ agility in stopping this type of boat. Mr. Todd has been having trouble with the irregular running of his cruiser, and had substituted a ~ pot” boiler for the usual flash coil, but the result was a failure. A number of other boats gave consistent runs, but one sank, and was only recovered after much dredging in the deep, muddy water by Mr. Todd, Jnr. Only two of the Edinburgh boats got going round the pole, the first being a 15 cc. two-stroke, made from local castings, as are most of the others, which did remarkably well for its size, whilst the other was a steam boat, which seemed to be underpowered in the boiler and lamp. Of our own boats, Mr. Rankin, with his re-built engine, and Mr. Denwick, with another new hull for his old plant, made the best runs. Mr. Denwick’s boat ran very steadily, but some propeller slip was present. The Edinburgh boats were still suffering from teething troubles, but the meeting was so successful that we hope to see them at Glasgow later in the autumn, on a date which will be announced later. On July 8 we held our last meeting before the Fair Holidays. Mr. Rankine, fresh from London and the International Regatta, where he acquitted himself well, was testing a new, specially designed hull, which, unfortunately, somersaulted, and once more his engine burst up. An alteration to the shaft angle of Mr. Denwick’s boat had decreased the slip, but it was still there. A new and extremely good-looking steam-yacht was put through its. paces, boat, which has a Sharpe’s petrol engine, and was so fast on its last outing that it was tried round the pole, when it seized. P.S.—A “ penail” is not a new form of pea-nut, but is really a pinnace. W. MeV. HEATON AND DISTRICT M.P.B.C. COMPETITION FOR * THE SMEATON ” MEMORIAL CUP. The annual speed competition of the above club was held on Paddy Freeman’s Lake on Saturday, July 29, 1933. The winner was the petrol motor launch “ Mary ” which averaged 13-4 seconds for the 75-yard course. This equals 11-48 miles per hour, but her best run of 12-8 seconds equals 12 miles per hour. The motor launch “Cynthia was second, with an average of 15-066 seconds, equalling 10-2 miles per hour, and a best run of 14 seconds equalling 11 miles per hour. The steamer “ Florence ” was third, her average being 16-2 seconds with a best run of 16 seconds, this equals 9-4 and 9-5 miles per hour respectively. The motor launch * Helen” was fourth, but her average was over 17 seconds. Six other boats ran, but all of them took more than 22 seconds to do the course. The previous best average for this course was made by the steamer “* Helen” in 1929, and was 15-4 seconds, so it will be seen that the ‘‘ Mary,” which was built .from the same moulds as the ** Helen,” but is fitted with a motor instead of steam engines, broke the record by two seconds. The fastest single run ever previously made was done by the ** Mary ” in 1931, and was 13-4 seconds, which is the same as her average this year when she again broke a record with a fastest run of 12-8 seconds, The * Cynthia’s~ performance was also a very fine effort when it is remembered that her average last year was 24-8 seconds. This shows what strides her owner has made in the running of a petrol motor. The score sheet for the three boats placed, is shown below. Ist Boat. Owner. 2nd 3rd Aver- run. run, run. age. “Mary”… J. Wallace Motor 14 13-4 12-8 13-4 “Cynthia” W. Hepple-Motor 14 16 15-2 15-066. white * Florence ” G. Hopper Steam 16 16-6 16 16-2 J. W. MODEL POWER BOAT ASSOCIATION’S FARNBOROUGH REGATTA. ue Farnborough Regatta is usually regarded as one of the pleasantest outings in the model power-boat man’s year, and the regatta held on August 20th was no exception. The day was fine and warm with the exception of a sharp shower about lunchtime. There were two speed events, a steering com- petition and a towing race on the card. The first event was a Six-lap Race (600 yards) for the 30 c.c. LC. engined Class. “Betty” {Innocent Bros., Victoria) at once proceeded to put up a really excellent performance as she won the race with a time of 38°32 secs. None of her rivals clocked anything like this speed, the nearest being “Bulrush VI’ (G. Noble, Bristol) with 44°2 secs., and ‘Kiwi’ (KE. Vallins, S. London) with 44:5 secs., “Old Bean” IV” (P. Mareshal, Victoria) was quite out of form as the best she could do was 49°18 secs. Good as “Betty’s” performance had been in the first event, she was destined to better this in the 500-yards Open Race which followed. Proceedings were opened in the 600-yards race by Mr. R. O. Porter, but as his boat failed to start he wasted no time but withdrew her at once, thus setting an excellent example. ‘“Cissie’” (Skingley Bros., Victoria) followed with a steady but not spectacular run in 41°52 secs. “Bulrush VI” followed with 40°74 secs. ‘Kiwi’ then started off at a great rate. At times everything except the propeller seemed to lift out of water. She stopped before completing the course however. Mr. Vanner then put one of the early ‘‘Leda’s,” a runabout, on the line. She went steadily round in 73 secs. §.19 (H. Mills, S. London) then clocked 43°2 secs., and was followed by Mr. Washington’s boat which started well but slowed right up and only managed to complete in 65-02 secs. Mr. Clifford then produced one of his old “Chatterbox” hulls in which his plant is temporarily installed. This made a nice run in 39°74 secs. “Old Bean” then went round in 38°48 secs, but this performance was speedily bested by S52 (J. Tebbutt, S. London) which put up the capital time of 33 secs. dead. Another steamer was then put on the line. This was ‘‘Tf-it IV’ (A. W. Cockman, Victoria). As Mr. Cockman had an accident with his boat on the way to the regatta when he fell down the steps of a motor bus on top of the boat and damaged her forward plane, to which a temporary repair was effected, his performance is very creditable as his time was 34°6 secs. : : a } | | Photo: J. Vines ‘*‘Bulrush VI” running at Farnborough. 166 Finally we came to the real event of the regatta as “Betty” starting off splendidly and running capitally throughout succeeded in making the truly remarkable time of 31°75 secs. 3. speed, and getting into roughish water seemed to leap from one wave crest to the next. Eventually she hit the bank and crashed her bows in. A Towing Competition followed. This is an event that is peculiar to the Farnborough Regatta. and a boat has to be towed round a buoy and back to the shore. The first to try this was Mr. Walker (8S. London) who took 35 secs. for the course. He was followed by a hefty tug belong- ing to Mr. Chew of Victoria M.8.C. A competition of this sort would appear to be the thing for a vessel of this sort and she succeeded in bettering Mr. Walker’s performance with 33 secs. “Nippy” followed with 48 secs., but the unexpected was to happen. “Betty” was determined to have a real day out as not content with winning both the speed events, she proceeded to show that she could do a spot of utilitarian work. She actually towed the boat round the course in 27:2 secs., a truly remarkable effort for a racing hydroplane ! During the interval Mr. Vanner put “Leda” again on the line where she proceeded to do 40 laps (4,000 yards) non-stop. She was still going strong when her owner stopped her in order to let the racing proceed. MODEL POWER BOAT ASSOCIATION’S 9th ANNUAL REGATTA. To be held at Victoria Park, Sunday, September 10th, commencing at 11.30 a.m. 2. 100 YARDS STRAIGHT COURSE RACE. Open to all Competitors. One run _ only between two marked buoys 100 yards apart. One start allowed. Prizes awarded for the fastest time in each of the following classes:— 1. Racing boats, 2. SemiRacing boats. 3. Prototype craft. THE “VANNER” SPEED BOAT COMPETITION. 1,000 yards circular course open to all Competitors. Engine or hull, or both, to be built by Competitor, and weight of complete craft limited to 16lbs. Propulsion by steam or I.C., engines, the latter limited to a total capacity of 50c¢.c. Prizes kindly presented by E. W. Vanner, Esq. CHAMPIONSHIP- plane type, not exceeding a total weight of 7 lbs. all on, and propelled by steam or I.C. engines, the latter limited to a total capacity of 15 c.c. First and second prizes. This race will be run subject to not less than four entries being received. 4. LUNCH INTERVAL. PROTOTYPE COMPETITION. Open to all Competitors, for boats which are modelled after an existing craft, or type of craft (not necessarily scale models). Boats must be shown running, and will be judged on points of design, workmanship, correctness of detail, running qualities, etc. First and second prizes. 5. STEERING COMPETITION. competitors. Open to alt Boats to have a maximum speed not exceeding 12 miles per hour. Three runs each boat. and other prizes. M.P.B.A. Challenge Cup NEWS OF THE LITTLE SHIPS. BRADFORD M.LY. & P.B.C. The ‘“ Vernon Dawson” Cup for 6-metres models was raced for at Larkfireld Dam, Rawdon, on July 29. There was an excellent wind giving a broad reach one way. Results were as follows :— “Challenge” (E. North), 233 points; ‘“ Edith ” (W. Harrison), 20; ‘ Plover”? (Vernon Dawson), 173; “Curlew” (Frank C. Hirst), 15; “ Bluebird” (G. C. Kitchen), 12; *‘* Progress’ (S. Brayshaw), 10; “ Leda” (W. H. Porter), 73. The officials were: O.0.D., J. Whittaker ; Judge, 8S. Chadwick; Scorers, J. P. Clapham and Leslie Pettitt; Starter, Miss North. In the absence of the donor the cup was presented to Mr. North by Mrs. N. G. Bailey. After the presentation Mr. Frank Hirst kindly undertook to convey a party to and from Fleetwood, on August 2, and Mr. Brayshaw to defray the cost of a concrete cill at the outlet of the Dam. Both of these offers were gratefully accepted. J. PoC. PROGRAMME. 1. SPEED Open to all competitors, boats to be of hydro- This is being put forward as a World Record and equals a speed of 32:21 m.p.h In the Steering Competition which followed Mr. Vanner with V3 (Victoria) made the excellent score of 13—2 bulls and 1 inner in three runs. “Nippy” (A. Johnson, Victoria) made 9 points and Mr. Curtis 8. During the tea interval “Kiwi” broke away when taking a practice run round the pole. As she travelled across the lake she seemed to gather MINIATURE CORRESPONDENCE. CLAPHAM M.Y.C. Dear Sir, In your August number I notice an article headed “Clapham Common,” signed “Tyro.” I should like *‘ Tyro” to know that a Club was formed on July 11, 1933, and if that sportsman will communicate with me at the address below, or ask for the Secretary at the Long Pond, Clapham Common, any Sunday morning after 10 a.m., I shall be pleased to introduce him to the Club, anticipating his membership. Yours truly, C. V. HOOPER, Hon. Sec. Clapham Model Yacht Club, 4, Freke Road, Battersea, S.W.11. Printed and Publishel for the Proprietor by H, G. STONE, Town Green, Wymondham, Norfolk. MODEL YACHTING ASSOCIATION. SEPTEMBER 16th. FLEETWOOD MODEL YACHT AND POWER BOAT CLUB 2-30 p.m. National 12-m. Championship at Gourock M.Y. Lake. The following Open Events (Unlimited Entry) will be on the Fleetwood held Model Yacht Lake: Open to three boats per Club. September 23rd. OPEN A-CLASS RACE SEPTEMBER 23rd. 10-30 a.m. National 6-m. Championship September 30th. OPEN 10-RATER RACE at Larkfield Dam, Bradford. Open to three boats per Club. Entries seven days before Race to Racing Secretary, 116, Derbyshire Rd., C. N. FORGE, Fleetwood. Hon. Secretary M.Y.A., G. STEWART POPLE, 151, Lichfield Grove, London, N.3. = OF SUCCESS e SURBITON 10-RATER CUP THE first British and International Championships (A-class) were held in 1923. In eleven years Daniels’ boats have been successful seven times, including this year. No other builder can approach this The race for above Cup will be Saturday, September 30th, at 2-0 p.m., on the Rick record. Pond, Surbiton. MODEL YACHTS BUILT TO ORDER Entries are invited from Clubs (affiliated to M.Y.A.) are limited to two club and should later than be TO ANY SIZE Entries boats per sent not September 23rd IF you want the best yacht, sails, spars or fittings you must go to Daniels. Send a stamp for list. of 2s. per boat. W.J. DANIELS C. N. FORGE, Secretary Surbiton M.Y.C., 151, Lichfield Grove, London, N.3 OR CLASS. SAILS, FITTINGS and SPARS accompanied by Entrance Fee Hon. Secretary. ‘A RECORD SURBITON MODEL YACHT CLUB. held on Joint Hlon. me 331, St. John Street, Clerkenwell, y, , Phone : Clerkenwell 4708. London, E.C.1. In replying to Advertisers, please mention MARINE MODBLS. | ) : (THE GRAYSON st.2°%.cz¢ SCREW-CUTTING LATHE ] SPECIFICATION. Length between Centres 124” Max. Swing-over saddle oe “” » Dia. of Mandril 7. Gap B’ Whit. ee , Centre Thread x4 mes 3×8 T.P.I. ‘é 8-Speed Cone Pulley Clesvance : No.1Morse Delivery from 2i—3’— 34″ Width of Belt Box Cantilever Bed of neat design. Sond | A = 8/8″ 63″ 24″ Lead Screw—Square Mandril and Tailstock Nored.- y Dia. of Face Plate… Pe ee, a“ we St = Accurately machined 64-1, Swing-over Tailstock, square cut thread,clamped by lever screw. Slide Rest has machined Tee Slots. Apron Footwheels … 35/Fitted 8-Jaw Chuck 32/6 giving positive in and out position. Power Transmission 25/- fitted with clasp nut lever with adjustable spring contacts j | on lead screw. : The Grayson Ships and Steamers ° supplied from fr Any ordinary requirements can n be be supplied F. N. Sharp. stock. 30c.c. lin. bore, ltin. Weight 4lbs. Complete Air-cooled Engine. £7 5s, 12s. Any special Fittizg made to order. es 4Jozs. SEND Od. Full set Castings with Blue Print Wince Katia Eemewe, Tike Rods, Wire, Tube, ing Gears, W.M. Teaniugs, ate. s. Od. GRAY & Od SON, Sheet in Brass, Nickel, Steel, Metal and Wood Working Tcols. with Iron Air cooled-Cylinder. 15s. LIST Copper, etc. Our new Super Model in Electron Weight 3lbs. Sing, FOR Tools and Materials 6d. Full set Castings with Blue Print and all sized Material, Piston E. 5d. ft. s This Engine designed be on ite, the existing’ giodela isprodametl stroke, ag Beltings Fittings for Mode! Yachts, J stroke, 25c.c., or lain. bore, ligin. yi Fitted 4-Jaw Chuck 22/6 Quick traverse action Ten change wheelsandspannerscomplete. Speed Boat Petrol Engine e k an and hand scraped, Back Gear engaged by eccentric bush. ; oc Quotations per Return. Prompt Delivery and Satisfaction. Ltd., 18-20, Clerkenwell Rd., Londcn, E.C.1. “RYLARD” Rega. Marine Varnish and Enamel Unequalled for all Water and Aircraft Extensively used to-day for all types of Models Sole Manufacturer : Llewellyn Ryland, Ltd., BIRMINGHAM, 6-metre Dutch Racing Yachts. England. in replying to Advertisers, please mention MARINE MODELS. SUPPLEMENT TO 6. Cm “a / : I wi4a ~ / fd i) == Vou. 6, No. WLZ iae| YAS A | ——— 20 L.a.A.4¢8″ 19 17 1B 14 BEAM 8” =a a DISPLACEMENT IN FRESH 18 WATER ; 26-2 Ibs ; a rie”2 [7 al ae “og WORKING CARGO MODEL Oe Eee ves PROPE “ZINGARO? NOTE. 1S © AN NOT EASILY ELABORATE GIVEN ADD FITTINGS AS BUT SUCH ARE DECK THE LAY-OUT BUILDER DETAILS AND CAN DECK DESIRED. / je THIS DESIGN IS LER BOSSINGS NGLE OR TWIN TO BE FORMED SCREWS AS DESIRED. COPYRIGHT AND MUST NOT BE RE- CRODUCED On OVNI FROM FOR TRADE PURPOSES PERMISSION BEEN UNLESS HAS OGTAINED. (a: fa} | lOmmolo fai MHRINE MODELS, Gorpen House, GT. PULTENEY STREET, Lonpon, W.f, To face page 162. Marine MOVELS) Le APPROX wy POSITION > ul SSG 5 FoR | MASTE wes WLI LWL WLIO ieee |aaa SS ee | ee oe WLB8 7 3 if \ LWL i WLI2 WLI WAN | WLI3 3 2 WL6 ae ee WL4 LEADLINE ___—”_” L WLS WLIO WLT 1O- RATER “EVADNE- \So WLE AVY WL2 WLS WLS L.W.L. 50-0 ins WL4 BEAM 9°6 INS 74°38 L.0.A. INS 11-0 ins DRAUGHT S.A. 1200 S@Q.iINs DIsPLACEMENT 21°64 Ibs WL3 WL2 LEAD WLi KEEL 14-50 Ibs eer ee oe 2 Lee ets] See Ve EN eee |e ae a a0 er | Scale: One-Sixth of Full-size. Sailplan of “‘Evadne” will appear in our October number together with a short article on the design. T’o face page 163. Ses SUPPLEMENT TO Vou. 6, 8 9 10 Tr 12 o 13 we a eS = — | Ss 6. (4 — i ai | a Z No. MT te LEADLINE EAD 141s _->——_| ——___ | THis DESIGN MUST NOT BE BUILT TO BY PROFESSIONAL BUILDERS UNLESS PERMISSION IS OBTAINED. REPRODUCED, OR MARINE GOLDEN MODELS, House, Gr. PurteNey STREET, LONDON, W.!. | Spell SO ae 8 Bopy ont) zivw WL. 9 ed Sa Ee = —~ s0 _ See u Ee MRS 2 —— a 13 ee. 1 Half-size Blue Prints of ‘“Evadne”’ with full-size Body Plan are now on sale from these Offices. ea ae 4 ANA ) in 46 — ee “i a |e PSNL PYa SJ+=eBs “* IZ, | J a a cA From Drawings by SUPPLEMENT TO Vou. 6, No. 6. — TTY, Af | fy | STI “4 [ ow a wn 4 a Sines Profile & “eck aefon — foe Warque~ Seale in Feet ars = “s G. W. Munro. SASS RSS EWNES ESE _ To face page 142. S| P4nees peas: SUPPLEMENT TO Vou. 6, No. 6. CESS (sa | i pa y H 4 { ‘ : i \ i ener emese a. : ie b mnyese= [eee To face page 143. aan == RES From Drawings by —— —= ———— ih i ti it ‘ bs. 2 Ny – Za . W. Munro. .