Marine Models: Volume 6, Number 8 – November 1933

INCORPORATING THE MODEL YACHTSMAN VOL. 6, NO. 8. reg vig peg Seventh of each Month, NOVEMBER, International M.Y.R.A. International M.P.B. Regatta … , Hull Design for Model Steamships Odds and Ends ae New I.Y.R.U. Rating Rule News of the Little Ships Lines of Iceland Trawler Scottish Page Ship Model Clubs … Power Boat Clubs … 1.C. Engines versus Steam A Royal Yacht of 1670 Vines’ Flash Steam Engine M.Y. Association Correspondence . MARINE MODELS, : GOLDEN HOUSE, GT. PULTENEY STREET, LONDON, W.1. 1933 ‘Model Sailing A-class Championships World and British Emplre, Fleetwood, 1933. Craft Winner ‘‘GLENGARRY’’ By W. J. DANIELS and H. B. TUCKER TEST WATERPROOF GLUE Built by Mr. W. J. DANIELS and constructed with THE ONLY GLUE FOR BOAT BUILDERS Crown Tins containing 2o0z. 6d., post 2d. 4to., 260 pages, 230 photographs Diagrams and Plates. 25/- net, Test Waterproof Glue Co., Postage 9d. Dept. M. Es VV INTER 30, Red Lion Street. Holborn, W.C.1i TRADE ENQUIRIES INVITED. a comes with the long evenings. Your A Record feel the urge to build that new model yacht. This book will help build to a_ of Success ! better 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 record. boat than ever before. Obtainable from the Offices of MARINE MODELS, all Bookshops and Libraries, or direct from the Publishers, Chapman & Hall, a r workshop calls yeu and you you #lb. 1.9, post 4d. Ltd., 11, Henrietta Street, London, W.C.2. y, Model Yachting Asenetauiia:| Model Yachts built to Order to any size or Class, Sails, Fittings and Spars Every Club and Individual Member that joins the M.Y.A. is helping to If you want the best yacht, sails, spars or fittings, you must go to Daniels. Send a stump for list. forward the cause of the sport. The subscriptions of Clubs and W. J. DANIELS, Individual Members joining the M.Y.A. between Ist October and 3lst December entitle them to Membership until 331, St. John Street, Clerkenwell, the Phone: Clerkenwell 4708. end of 1934, Unaffiliated Clubs are invited to write to the Hon. Secretary for particu- / MODEL YACHT SAILS lars as to joining the M.Y.A. Model Yachtsmen are invited a speciality. to Carefully designed and adjusted. Of the BEST UNION SILK. write to the Hon. Secretary for particulars as to Individual Membership of the M.Y.A. Reasonable in Price. C. N. FORGE, W. (HON. SECRETARY), 151, Lichfield Grove, London, N.3. London, E.C.1. Correct Fit. CAINS, Sailmaker, J . 7; KING’S ROAD, GOSPORT, HANTS. In replying te Advertisers, please mention MARINE MODELS. OAV IVNNW)NVYYNTYISTTNYSDDDIIDDIINNI) IY yy = = i RATING THE MARINE MODEL MODEL YACHTSMAN MAGAZINE NOVEMBER, 1933 Published on the Seventh of each Month. Vol. 6, No. 8. THE INTERNATIONAL AND MODEL YACHT RACING ASSOCIATION. By ap ae present series of International Races started in 1923, when the Yachting Monthly presented the first ‘“ Y.M.’? Cup, and the editor of that H. B. Tucker, Late Hon, Secretary, I.M.Y.R.A. suggested that the first meeting should be at Gosport in the ensuing summer, and in the meanwhile a draft Constitution and Sailing Rules should journal launched the formula which is to-day known be got out. as the A-class Formula. The only foreign opponent for the first two years The matter was brought before the Council of the M.Y.A., who asked Mr. Littlejohn, Snr., and the writer, to prepare a draft Constitution and Sailing Rules. We did this and submitted it to the Council, who duly approved it and selected Mr. Feltwell and myself as British representatives to attend the proposed meeting at Gosport. _ was a Danish gentleman living in England, and his boat also was skippered domiciled in by this another Danish country, who subject, had been sailing in model yacht races in the London district. The third year an American representative came over. These three races were won by Mr. H. Scott Freeman, who thus secured the Cup, which was a Challenge Cup. At this time model yachting was not organised in the States to any great extent, but about this time the M.Y.R.A. of N. America came into being. This made the States and ourselves the only countries with national associations. Our association then consisted of about thirty clubs, and the American of about a dozen. The following year, 1926, a new Cup was presented by the Yachting Monthly. The foreign entries this year were the Dane, America and France. The States entry was on behalf of the newly formed M.Y.R.A. of N. America, and the French on behalf of the Havre M.Y.C. During the winter of 1926-27, as Chairman of the M.Y.A., it was my duty to keep in touch with not only British Clubs, but overseas, and as a result of this correspondence it was found that there was a desire to form an I.M.Y.R.A. It was This meeting was duly held in August, 1927, and attended by representatives of Germany, France and U.S.A., as well as ourselves. Two representatives each attended from France and Germany, one from the States, and besides the two appointed representatives, Great Britain was also represented by Mr. W. J. Daniels, who was co-opted by the Meeting. I was elected Hon. Secretary. The draft Constitution submitted was altered in certain respects, whilst the Sailing Rules were The latter for pond sailing adopted as submitted. were those of the M.Y.A., with the sole exception of the protest rule, by which it was arranged that all protests in international races were to go to the International Association Council, and not to the M.Y.A. These rules were then sent back to all the nations for ratification, and in the case of the M.Y.A. a Special General Meeting was held for the purpose. They were duly ratified by all concerned. Shortly afterwards, two other nations—Belgium and Norway—joined the Association. About this time the French Federation of Model Yacht Clubs was formed, with a membership of seven clubs. Then Latvia joined the I.M.Y.R.A. The 1928 meeting was attended by the representatives of France, U.S.A. and Britain. In 1929 Belgium and Germany were also represented, making five of the then seven members. In 1930 this was reduced to four by the absence of Germany. It should be mentioned that the Belgian National Authority is the Antwerp M.Y.C., and in Latvia the Riga Y.C. In Germany the National Authority was first of all a leading club, the Berlin M.Y.C., but later the sport became more organised and was taken over by the Deutche Seglerbund, a special section for model racing being formed to which four or five German clubs, including the Berlin, affiliated. Application was made for membership by two Swedish Model Yacht Clubs, and as both could not be accepted, this country later formed a National Association with about twenty affiliated clubs. In 1931 the attendance at the Annual International Meeting and Britain. was France, Belgium, U.S.A But the wave of depression that has since swept over the world was then beginning to be felt, and it was becoming harder to get replies from foreign countries. In 1932 my place as Secretary was taken by Mr. A. E. Foster, and I did not attend the Meeting. By this time the acute political and financial depression had brought model yachting almost to a standstill in most countries, except Britain, U.S.A. and Scandinavia. There was still sailing and local racing, but the expense of attending meetings and races abroad proved prohibitive, with the result that the Annual Meeting was attended only by the States and Britain. At the 1932 meeting a resolution was passed asking all the nations to contribute a small annual subscription. Owing to money accruing from sale of rule books there had, hitherto, been no need to ask any nation to contribute, but the meeting considered that an annual subscription was called for. I, personally, am quite unable to understand why, as the cost of the international regattas are always borne by the country on whose waters they are held, and barring occasional printing and a few shillings of postage, there are no expenses. Moreover, during such a time of depression, it did not seem advisable to make any demands that cannot be justified. It is interesting to add that only one country paid the sum asked for, and that was neither of the two countries (Britain and U.S.A.) that were represented at the meeting where this was passed. The 1933 meeting was a repetition of the previous year, as only Britain and the States were represented. At this meeting reference was again made to the annual subscription. Two important points that were waiting for settlement were not dealt with by the meeting. The first of these can be dealt with in a single paragraph. The question of reprinting the Rating Rules has now arisen. Great Britain and the States both require supplies. These. can easily be printed as was done previously, by putting in hand sufficient to cover these two countries’ requirements, plus a few over for stock, as what these two countries pay will cover the cost of printing, and the sale of the surplus copies will augment the funds sufficiently to cover the running expenses of the Association for some considerable time. However, no ee have, as yet, been taken to this effect. The second point is an application from the Vancouver M.Y.C. to be considered as the National Authority for Canada, and, as such, admitted to the membership of the Association. Now, I have not a copy of the original draft prepared by Mr. Littlejohn and myself, but I believe that we suggested that the countries eligible should be those recognised by the LY.R.U. and the U.S.A. In order to permit the entry of Germany (which was not then recognised hy the I. Y.R.U.), it was amended and finally passed as *“* All countries recognised by the League of Nations and the U.S.A.” It was, however, intended, both by the foreign representatives and ourselves, to treat the Empire as a single entity, so that for the sake of fairness to other competitors one foreign boat should not have to meet, say, half a dozen British boats hailing from all parts of the Empire. This was particularly discussed at the time, but nothing was inserted in the Rules to this effect. This, therefore, means that the Dominions are eligible for membership. The Association is, therefore, faced with either correcting its constitution to cover what was originally intended, or totally reversing previous practice. It should be pointed out that boats from South Africa, Canada and India have competed in the British Empire Championships, which select the British representatives for the World Championship Races. Had any of these won the British Empire Championship, they would have been held to be eligible to represent British interests. Whether the Dominions are to be elected as separate entities in the IL.M.Y.R.A. rests with the nations composing this body, and until their decisions are known and the matter settled by the I.M.Y.R.A. Council, we do not know whether the Dominions. are eligible to enter the World Championship or not. With regard to the Vancouver M.Y.C.’s application, I seem to have heard of other Canadian clubs, and the I.M.Y.R.A. will have to make full enquiries as to whether this is the most important and representative club, or whether the Canadian clubs should be invited to form a national association with a view to recognition. This had to be done in the case of Sweden, as two clubs both claimed to be eligible for election to the I.M.Y.R.A. It must be remembered that the entry of the Dominions as separate entities will greatly strengthen the Association at the present time. On the other hand it is bound in time to produce a multiplicity of British competitors. At the 1933 Meeting, Mr. A. E. Foster resigned from the Secretaryship, but a new Hon. Secretary has not yet been elected. At the present time the world is sadly out of joint, and almost every country is in the throes of financial and political crises. Consequently, in most countries our peaceful sport is at a discount. Club and Association Secretaries find their attention distracted by graver things. Those who can, must work on in spite of disheartening circumstances. We must not be rebufied by lack of interest or enthusiasm on the part of those less fortunately circumstanced. We must build up. If we take a set-back we must go on just the same. Then, when happier times. come again, we shall not only have preserved our great sport, but be ready to progress again. INTERNATIONAL MODEL POWER-BOAT REGATTA IN PARIS. By G. M. Suzor. Rs Annual Grand Regatta held in Paris took place this year on 8th October, on the lake in the Tuileries Gardens. French model power-boat men were delighted to welcome Mr. Pierre Mareshal with “Old Bean IV’ and Mr. Sam Innocent with his well-known “Betty.” The participation of these British champions naturally ensured the success of the event and we had the satisfaction of seeing a crowd of more than 3,000 people who remained patiently until the last boat had run. It should be added that “Betty” very nearly equalled her recent record speed and created a great impression. ‘Old Bean’’ followed her to the undoing of the “Nickie,” which was not favoured by fortune. Speaking generally, the hulls of the English models ran better than the French, which tends to prove The Regatta consisted of two events, the first being the International Race. This was over three laps of 120 metres making a 420 metres course. This resulted : Ist “Betty,” (S. Innocent, Victoria M.S.B.C.), 27°6 secs. 2nd “Old Bean IV,” (P. Marechal, Victoria M.S.B.C.), 33°2 seus. 3rd) “Nickie IV,” (G. M. Suzor, Paris), 34:2 secs. } “Micheline ITI,” (M. Tulliez, Paris), 34:2 secs. 5th “Domino ITI,” (M. Francois, Paris), 39°6 secs. 6th “Miyou III,” (M. Perrugues, Paris), 40 secs. that the French model powerboat men have been working on wrong lines. This comparison shows the interest and value of these international The second event was the race known as the “Kilometre,” which in reality consisted of seven laps of 140 metres, making 980 metres in all. contests. The result was: Ist ““Betty,” lm. 14°4 secs. 2nd “Nickie IV,” 1 m. 15°8 secs. As regards the motors it would undoubtedly be a hard task to decide which was the best. For example, the motor of “Betty” is a four-stroke and very powerful, whilst that of “Nickie 1V” is a two- —_=< Victoria Park, that the hulls are not as good as the motors, and the immediate problem before us is to design a hull that will stand up to the full power of the motor. stroke and also very powerful, but as they are different systems one can scarcely compare them. Similarly though one could compare the plants of “Old Bean” and “‘Micheline,’”’ which are both fourstrokes and sufficiently alike, that of ‘““Miyou IIT” is a two-stroke ; yet all three of these engines seem to give much about the same power output. All that one can really do is to repeat what the Editor of MARINE MODELS said to the writer at 3rd “Old Bean IV,” 1 m. 26°8 secs. 4th “Tacautac,”? 2m. 12:4 secs. 5th “Domino III,” 2 m. 25:2 secs. Mr. Innocent, the happy victor, was presented with the International Cup, while Mr. Marechal received a silver medal presented by the Yacht Club de France and a bronze medal offered by the City of Paris. They both received warm congratulations and we hope that they will have a happy recollection of this meeting which will incite them to try their luck again in next year’s Regatta. We have arranged to publish an article in our December number by Messrs. Innocent Bros., on their world champion hydroplane, “Betty.” This gives a full account of the hull and plant of this remarkable boat. Editor, M.M. 196 HULL DESIGNING FOR BUILDERS OF WORKING MODEL STEAMSHIPS. (Continued from page 162). By ATLANTIC. Pe a the end of my last article we had just ascer- required to draw either of these curves are the length tained how to find the displacement in cubic inches, so the next step is to find the actual weight. of base and greatest ordinate. This displacement is the number of cubic inches of water the vessel will displace in floating at her designed LWL. Now salt water weighs 64 lbs. a cubic foot (or -5850z. per cubic inch), and fresh water, 62-36 lbs. per cubic foot (or -577 oz. per cubic inch). If the number of cubic inches displaced is divided by 27, it will give the weight for this 12in. long, a delivery 12in. long, and a greatest displacement in salt water, or by 27-65, the weight for fresh water. Taking as example a boat with 780 cubic inches displacement, in salt water this is :— 780 + 27 = 28-9 lbs. (approx). In fresh water :— 780 + 27-65 = 28-2 lbs. (approx). The completed design was shown in the September supplement * Zingaro.” of the lines of the Cargo Steamer Only a very rough lay-out was given for the deck and upper works as the builder will have to vary the detail in accordance with the prototype he is working to. These lines would be suitable also for a model tanker, an intermediate passenger and cargo vessel, etc. With the addition of a fiddle bow they would make a steam yacht and so on. Before proceeding further I must make another digression on the nature of Curves of Areas. This involves more theoretical considerations. Now it is obvious that as the Curve of Areas will be a straight line for the parallel middle body, the only part about the nature of which we need worry is the ends which represent the Entry and Delivery. For purposes of comparison the embryo designer should familiarise himself with two kinds of curves— the Versed Sine and the Trochoid. The {two factors FIGURE 13. TROCHDID. As an example, imagine a boat with an entry section (that of the parallel middle body) of 4 square inches. Taking the Versed Sine curve first, the base will accordingly be 12 in., and if a scale of 1 longitudinal inch = | sq. in. is adopted, the length of the greatest. ordinate will be 4in. The process is shown in Figure 12. Draw a base AB 12in. long, and at one end draw a perpendicular AC, 4in. long. Draw a circle having AC as its diameter. This circle is known as the “ Generating Circle.” Divide the base AB into any suitable number of equal parts (say, four) at D, EH, F. Divide the circumference of the semi-circle (half of Generating Circle) on side nearest B, into four equal parts at d, e, f. This can be done by dividing the angle at the centre. At D, H, F erect perpendiculars to AB. Through d, e, f draw lines parallel to AB. Then the points of intersection d', et, ft are found, and the curve c d! e! f! B is the required curve of Versed Sines. The Trochoid is somewhat similarly constructed (See Figure 13). A base-line AG, 12 in. long is drawn with perpendicular AC, 4 in. long, and the Generating Circle described as before. The base is similarly divided at H, K, L, and the circumference of semi-circle at h, k, l. Join Ah. Through H draw Hh' parallel to Ah. Through h draw hh‘ parallel to AG, and intersecting Hh! at h'. Join Ak. Through K draw Kk! parallel to Ak, and kk, through R draw kk} parallel to AG. Join A! and draw Il! and Li! similarly. Them Chik! TP Gis required Trochoid. During the course of these articles it has been pointed out that a vessel has two main wave systems—the bow wave and the stern wave. The back of a wave makes a curve of Versed Sines, and the front. FIGURE 12. Curve VERSED oF S!INES-_ 197 a Trochoid. It has, therefore, been propounded that a vessel’s Entry should be a curve of Versed Sines and her Delivery a Trochoid. This theory has been exploded and there is no “ best” curve for a vessel’s Curve of Areas. Frequently, both Entry and Delivery are of the nature of curves of Versed Sines. All that can be judged is whether the curve is suitable or not considering the nature of the vessel and the work she has to perform. Experience of similar. vessels is almost the only guide that can be adduced. It is easy, however, to judge whether the increase in rate is gradual and the curve well proportioned. There is, therefore, no need for the student to do more than draw a few of these curves to impress their nature on his mind. As the best Curve of Areas cannot be defined, it is useless to describe these curves and try to juggle a vessel’s lines to fitthem. The draughtsman must learn to recognise what is approximately a curve of Versed Sines, which may be either Entry or Delivery, and a Trochoid, which should not appear in the Entry, but may appear in the Delivery. After that he can cheerfully forget how to draw these curves, as he will never actually require them. Tt will be seen that, so far, very little mathematical knowledge is required in designing and very little can now pitch and her motion will accord with the period or rhythm of the sea. A vessel’s motion is affected by the weights, which are distributed quite apart from the position of the C.G. The centre of the radius of gyration is the C.B. Weight concentrated in the centre of the vessel will give a more lively ship. As far as pitching is concerned, she will have a quicker and sharper motion. If the weight is distributed fore-and-aft, it will make the motion slower and easier. Similarly, weight distribution affects steering. If the weight is concentrated in the region of the C.B., the vessel will be livelier and quicker on the helm, but she will also be more susceptible to being thrown off her course by wind or current. Spreading the ballast in a fore-and-aft direction will make her steadier, but slower on the helm. Weight distribution in athwartships direction, has, likewise, a great effect on rolling, but this is also affected by the height of the C.G. This matter will be dealt with shortly, and for the moment it is sufficient to say that “ winging out” ballast tends to slow and easy rolling. ) CS log. calculation is involved. We shall plunge next into questions of stability, involving various horrible sounding problems, which on investigation will be no more difficult to understand than those we have already discussed. eS "| Ficure 13. Sea Hate AS LONG AS SHIP The stability of a vessel arises from two things— its shape and distribution of weight. The former can be referred to as “ natural stability’ and the latter as “ artificial stability.” The total stability of the vessel is a combination of natural and artificial stability, and is often referred to as “static SE ew stability.” The motion of a vessel in a seaway is two-fold. She can pitch or she can roll. Taking the former FIGURE IS. In a full-sized vessel, trim is altered by cargo and weight of bunkers carried, but the use’ of ballast tanks brings matters into the control of the captain. In a model fixed weights form the major part (if not all) of what has to be dealt with, so that the designer and builder have to make _ suitable provision beforehand to maintain the desired trim. Any treatise on naval architecture must contain many digressions if it is to be intelligible to the beginner. These articles are written purely for beginners and, therefore, full of digressions. At this point I am about to digress once more myself. As explained already, buoyancy is a_ force supporting a vessel from below. It can be considered as being able to be concentrated at the C.B. Gravity is a force pulling the vessel down, and can be considered as able to be concentrated in the C.G. first, a vessel will pitch when she encounters a sea longer, from crest to crest, than half her own L.W.L. length. In Figure 13 is a vessel] in a sea of half her own length. It is impossible for her to get into a position when half her length is unsupported, so there is no see-saw pitching motion. In Figure 14 she is shown in a longer sea. Obviously, she = ae t | i | Fiaure 14. Sea aver nace LENGTH OF SHIP 7 “Plo.c. rs ea FiGure (6. Think of a weight on a wire as representing the force of gravity, and a nail as the C.B. that supports the vessel. Hang the weight on the nail and it immediately places itself vertically under it. With care we could balance the weight on top of the nail, but it would be in a state of unstable equilibrium, as, at a touch, it would overbalance. 198 A vessel with her weights so high that the C.G. is above the C.B. can float upright and will have a certain amount of righting power, but the lower the C.G., the greater is the vessel’s power to maintain her equilibrium or right herself if heeled. It has been seen that the C.G. will place itself in the same vertical plane as the C.B. Hence, it follows that if the vessel is to trim properly in a fore and aft direction, her,C.G. and C.B. must fall in the same fore and aft position. This is shown in Figure 15, whilst Figure 16 shows a vessel with her C.G. forward of the C.B. The C.G. has placed itself automatically under the C.B., with the result she is by the head. (To be continued). AN INTERESTING MODEL OF A FAMOUS SHIP. Liverpool Free Public Museums, which are under the able direction of Mr. Douglas A. Allen, Ph.D., D.Sc., have just added an excellent model of the first Cunarder to cross the Western Ocean—the famous ‘ Britannia.” This ship, as most of our readers know, was built by John Wood, of Glasgow and Greenock, and was 207 ft. long between perpendiculars, 34 ft. in the beam, and tonnage—by the measurement then in use—1,150. The engines were capable of driving the ship at a speed of 8} knots, using about 38 tons of coal per day. She had accommodation for 115 Cabin Passengers and about 225 tons of cargo, and made her maiden voyage on July 4, 1840, and the fare was 33 guineas. The accommodation was described as luxurious, but did not approach the present day accommodation for third-class passengers. Charles Dickens crossed the Atlantic in her in 1842 and gave a most depressing account of the voyage. The model, as will be seen from the photograph, shows all visible detail and is built to a scale of 4 in. to the foot. As far as we know there are only two other models of this ship—in this scale— in existence, one being in the Science Museum at South Kensington and the other the property of the Cunard Company. Both the latter model and the one just built for the Liverpool museum are the work of Bassett-Lowke, of Northampton. By way of contrast to this historical vessel we hope to publish a photograph next month of the uncompleted Cunarder known to the public as No. 534. The model showing No. 534 as she will appear when completed is also the work of this famous Northampton firm. re The Cunard S.S. ‘* Britannia ’’ (1840). SA ie tse 199 ODDS AND ENDS. = By G.. We Munro. ~ (Continued from page 192) HE next sketch, C, illustrates the pumps which are usually seen on a ship, just aft of the mainmast, inside the fife rail. In the case of a four-— masted barque they will be found in the same position abaft the mizen. They need:no explanation as they are purely of a mechanical construction, and the three views given show all there is to be seen. A skylight is another useful item of which to have the size and shape. The sketch D is of a typical one and may be taken as a standard for this type of light, which is always placed between the wheel and the companionway on the poop. The glass is usually frosted with a floral design, but on a model this would not be seen. The three views shown at D should make the construction and size quite clear. Now, perhaps, [ had better give a few notes about blocks. These are always governed by the size of the rope which passes through them. The length of a block is always three times the circumference or size of the rope. A 3 in. rope will need a 9 in. block. A 9 in. block has the following proportions: breadth 7 in., thickness 4} in., length of mortice 7} in., diameter of sheave 5} in., thickness bo of sheave 1} in., pin hole 1 in. = | | i Double blocks have the following proportions, assuming again that the length is 9 in., breadth 7 in., thickness 6} in., length of mortice 7 in., thickness of partition 1 in., diameter of sheave 5? in., pin 1} in. Treble blocks are the same as the double blocks, but have the thickness of another sheave and partition added to their thickness. There are various kinds and shapes of blocks, such as clump blocks, thick blocks, thin blocks, sister blocks, ete., but for modelling the above proportions of the common thick blocks purposes. FIGURE C. A TYPE OF PUMP FREQUENTLY FOUND ON SQUARE-RIGGED SHIPS. will cover all ‘ ——2 =/ a“ 200 FIG. D. TYPICAL SKYLIGHT FOUND ON POOP OF A SQUARE-RIGGED SHIP. you can get it, cut off a strand three times the length of the strop to be made. The strand should be moistened in some sticky substance such as varnish, or thin glue. Next make a grommet by forming a circle and relaying the strand about itself. Fit the grommet over the block and thimble and seize between the two, care being taken that the ends of the strands come against the side of the block. The adhesive will keep them in position. sn The best way to strop a block for a model is to unlay a length of mackerel line or surgical silk, if If it is necessary for the sheave and the thimble to lie in the same plane, then a bale strop must be used. This is done by using much thinner stuff, and making the grommet twice the size. It is fitted double round the block and the two loop ends passed over the thimble and seized as before. Single, double and treble blocks and their proportions are shown in the sketch B. At a later date I hope to go into the complete construction of the fittings, etc., of one of our modern big sailers. NOT E—Owing to indisposition, Mr. G. W. Mamro has. been. unable. to complete his drawings for the East Indiaman in time for them to anpear in this number. will, however, appear in our December issue.—Editor, M.M. FIG B. SINGLE, DOUBLE AND TREBLE BLOCKS. 20] THE NEW [L.Y.R.U. RATING RULE. By Major W. C. HoLpeEn. HE announcement that the International Yacht Racing Union has decided to alter Sentlienenta its rating rule for classes up to 143 metres is of considerable moment to many model yachtsmen. No doubt the new rule will, in course, be adopted for the measurement of the ‘ metre” models. The modification of the old rule has been the removal of the Girth Measurement Factor (G) from the formula, and the alteration of the Girth Difference factor from “2d” to “‘d.”’ The divisor factor 2-5 has been altered to 2-37. The old and new rules are as follows :— L+3G+2d+4 ./S—F Old Rule = Rating. L+d+4/S—F ostensible object of the alteration is to check the modern tendency towards too narrow a beam in the full-sized craft. The fact that girth measurement will not be taxed is expected to achieve this. The factor 2-37 is presumably chosen to compensate for the omission of “G,” and the reduction of 2d in the top line of the formula, so as to produce a rating in the case of the average existing full-sized craft of approximately the same by whichever rule, i.e., the old or new, it is calculated. An unduly narrow boat, however, built to the old rule, might be found out of rating by the new. It was also decided The model yachtsman has always had to suffer a comparatively high girth tax, since ample beam has had to be provided for the reason just given. The factor 2-37 is based on the full-sized craft, in which girth taxes are comparatively small, and is probably models which are paying a heavy girth tax. = Rating. 2-37 The The methods by which the model yachtsman meets this difficulty are: Firstly, by taking more of his rating in hull and less in sail than the full-size designer. Secondly, by getting a higher proportion of his total displacement in the keel. Thirdly, by increasing beam disproportionately. It is this last factor which lends interest to the new rule. insufficient to compensate for the removal of ‘**G” from the formula when it is applied to existing 2-5 New Rule sail. On the face of it the model appears to have ten times too much sail for its size. that existing yachts continue to race under the old rule until will 1937. Presumably, they will then have to be rated according to the new formula, and alterations may have to be made, in some cases, if they are to continue racing in the class. The effect of these changes to the rule on a model 6 or 12-metre yacht is of interest. As is well known, an exact scale model of a full-sized yacht would be very much over-canvassed. This can be explained by the fact that the displacements of a model and its prototype vary, approximately, by the cube of their relative length, whereas their sail areas vary by the square of their relative length. To give a possible example: a _ bhoat 10 metres long may have a displacement of 10,000 Ibs. and a sail area of, say, 1,000 square feet. An exact model cf one-tenth the length would be one metre long with a displacement of approximately 10 lbs., and a sail area of 10 square feet. The big boat has 10,000 lbs. to resist the force of the wind on its 1,000 square feet of sail, whereas the model has only 10 lbs. to resist the heeling caused ‘by the same strength of wind on. 10 square feet of If the new rule is adopted as it stands, as is likely, it seems probable that most existing models will be found to rate at a lower figure when the new rule is applied to them. The writer owns a 6-metre, built to the lines of “ Progress,” which is of exact rating under the old rule, ie., 32-80ins., and 32-01- under the new. Similarly, the 6-metres design on page 231 of Model Sailing Craft is 32-68 under the old rule, and 32-01 under the new. How many others are the same ? Logically, owners of such models should be permitted to elect to have their boats rated by the new rule and so increase their sail area, or make equivalent alterations, if they wish to do so. Otherwise, they will be under a handicap when competing against boats built to the new rule. This, no doubt, will bring forth protests from the owners (if.there are any) whose boats do not gain by the new rule. However, the new rule will have to be adopted by model yachtsmen at some time, and it appears that the least hardship will be caused if a date is selected when all boats will be rated under the new rule ; but until that time the boats which are in existence now, may, if desired, be rated by the old rule. Are we in for another * Keel Row” ? Further to Major Holden’s interesting article we heur that some changes have been made in the method of taking the “L’” measurement for the new formula. We have been unable as yet to get particulars about this but if possible will include in the present number, or if impossible in our December issue. The newrule comes into force in full-sized yachts at once but boats under the old rule can compete on level terms until 1937. The new rule is not yet in force for models. . Editor, MARINE MODELS. 202 Photo : Nautical Photo Agency. The Barque This ship was sister to the ‘ Elginshire.”’ “ Buteshire,”’ of which full plans appeared as a Supplement to our September number. G. AS we go to the to press OBITUARY. CUTHBERT PAINE. sad news comes to hand of the death of our old friend, Mr. G. C. Paine. model yacht races at Poole Park on Saturday afternoon, 2lst October, and He went died of heart failure whilst there. Mr. Paine was an about both enthusiastic model yachtsman all his life, and had a great fund of knowledge yachting and model yachting. devote more time to his favourite pastime. an active part in racing on the South Coast. Since his retirement from business he had been able to He built a number of models to various classes and took He was interested in the formation of the Poole and District Model Yacht Club, a staunch supporter of the Model Yachting Association and Southern Model Yachting Union, all of which he served in various official capacities. It is, however, in connection with the British Empire Championships and World Championship Races. at Gosport that Mr. Paine is best known to model yachtsmen. When the first of these races was organised in [923, Mr. Paine consented to act as Officer of the Day, and he filled this position from 1923. to 1929 inclusive. His knowledge of human nature coupled with his familiarity with the sport made him an ideal personality for this position. His manner was kindly and genial, but underneath lay immense determination and a fervid detestation of anything savouring of unfair practice. His firm yet tactful handling of refractory competitors was an object lesson to other officials. Universally liked and respected, his loss will be greatly felt. his relatives*in“their irreparable loss. We tender*éur sincere-sympathyto: 203 Ox,ss INTER-CLUB RACE FOR THE 36-in. RESTRICTED CLASS. LONDON JOTTINGS. LONDON MODEL YACHT LEAGUE. The above League sailed the third round for the Stanton Cup at the Round Pond, Kensington, on Saturday, September 16. The afternoon started with the wind light from south to south-west, and continued to vary between those points, getting gradually lighter until it faded completely away. Sailing was difficult throughout, and the home club had very much the best of it. At the end of the rounds, there were a number of re-sails due, but the weather conditions made these impossible, and the points were accordingly halved between the respective competitors, giving the final results as :— M.Y.S.A. (Kensington).—Mr. Mr. Bydawell 15; Steinberger Mr. Harries 19; 10. Forest Gate.—Mr. Smith 16; 19; Mr. Simmonds Mr. Howard 8, Highgate.—Mr. Snow 13; Mr. Wilkes 12. The Officer of the day was Mr. A. Littlejohn, assisted by Mr. Morrison as Starter and Scorer. After the contest the competitors were hospitably entertained by the M.Y.S.A. (Kensington). The total for the year stands :— Forest Gate M.Y.C. .. 120 points. (Winners of the “ Stanton Cup.”’) M.Y.S.A. (Kensington) woos Highgate M.Y.C. .- a LAF + 99 “9 The following week, September 23, the contest ee took place at the Championship Round Pond, for the Cup. Again, the League weather distinctly unkind, but in a different way. was There was plenty of wind, varying from south to south-east, but also, unfortunately, heavy rain throughout the . afternoon. Six boats competed, two from each of the three clubs comprising the League, and Mr. Snow, of the Highgate Club, secured a well-deserved victory with a long lead over all other boats. The weather showing no improvement, and all the competitors being wet through, the re-sails were not proceeded with, particularly as they could not have affected the final result. The points were accordingly divided in due proportion, showing Mr. Snow winner of the Championship Cup with 193 points. Mr. Harries, M.Y.S.A. (Kensington) and Mr. Howard, Forest Gate, made 14 points each, Mr. Wilkes, Highgate, 13, Mr. Smith, Forest Gate, 83, and Mr. Steinberger, M.Y.S.A. (Kensington), 6. Mr. A Littlejohn again officiated as O.D. G. A.B, On October 15 at Kensington Gardens, and under ideal weather conditions, this class was represented by three boats each from Cambridge, Farnborough, Littlehampton and the M.Y.S.A., in a race for a Cup kindly presented by Col. Impey—to be won outright on individual score. The race was organised by the M.Y.S.A. (Kensington), and is believed to be the first inter-club event for the class in the south, and will not be the last. With a moderate wind dead down the lake, a run and beat was the order throughout, and the winner was in doubt to the end, when the Cup was lifted by Mr. Bydawell (M.Y.S.A.) with a score of 40, a margin of two points ahead of a new boat in the hands of Mr. A. W. Littlejohn (M.Y.S.A.), 38 points. The three following scores were Major Holden (Farnborough), 30; Miss Bigg (Littlehampton), 30; Mr. Momber (Cambridge), 29. The possible was 55, but re-sails due were waived, as they could not affect the positions of the two leading boats. Competitors and friends were refreshed at the conclusion, and were well on their homeward journeys by 6 p.m. The possibilities of this sturdy class for inter-club racing have yet to be realised, but there is ample evidence that it is becoming very popular, chiefly on account of portability, and the few simple restrictions—Deck 36in. by 9in., Foot of Keel to Deck llin., Weight 12 lbs., and unrestricted sail. Blue-prints can be obtained through MARINE MODELS. A. L. SOUTH LONDON M.Y.C. The club’s annual race for the “ Forte Reviver ”’ Cup for 10-raters, took place on September 24 at the Rick Pond, Home Park, Surbiton. There were nine entries, but one did not start. Racing commenced at ll a.m. under not too promising conditions.» There was a very light west-north-west wind and only two heats could be completed by lunch time. When racing resumed at 2 p.m. the wind had almost vanished and only light catspaws from all points of the compass came to help competitors on their way. At 4p.m. it was decided to postpone matters until after the tea interval. At this stage there were four heats and re-sails to complete. As conditions were no better afterwards, it was decided unanimously to take scores as they stood. Results :—Ist, ‘‘ Lochness ” (Lt.-Col. Ian Denistoun, Bedford), 26 points; 2nd, ““XLNC” (J. R. 204. Edgeley, 8. London), 233 ; 3rd, T. Lance (Brighton), 213; P. Watney (Surbiton), 21; O. Steinberger (M.Y.S.A., Kensington), 21 ; —. Harris (M.Y.S.A., Kensington), 20; Cmdr. Barraclough (Surbiton), 19; —. Harris (S. (Eastbourne), 12. London), 153; R. Bayliss After declaration of the scores the Cup was presented by Miss Barraclough, who had been acting as mate to her father. C.D. FOREST GATE M.Y.C. The race for the Knight Open 10-rater Cup on October 7 attracted twelve entries. These came from Highgate M.Y.C., M.Y.S.A. (Kensington) and the home 22 points. club. The highest possible score was Two yachts tied with a score of 18 each. These were ‘“ Waveney” (A. J. Wilkes, Highgate) On the After the racing Mrs. Dearing presented the prizes to the successful competitors. x * * From time to time the question of a Club Cham- pionship has been discussed. Thanks to the generosity of Mr. and Mrs. J. Essam Lee, who have presented the Club with the “Nairn” Cup, this championship has become an established fact. The race started on October 1. and two rounds were sailed. The Cup is held for the year and carries a handsome replica. Other valuable prizes are also offered. The calibre of the Club’s fleet can be gauged by a glance at the list of entries in the above race, and it is, therefore, anticipated that a very successful winter season’s racing wil] be carried out. and “ Nippy ” (C. E. Hodges, Forest Gate). sail-off of the tie ““ Waveney” gained the honours. The 0.0.D. was Mr. G. A. Piper. W. H. A. Y.M. 6-m. O.A. (SURBITON). The club held the autumn race for the ‘‘ Serpentine’ Cup on September 17 at the Rick Pond, Surbiton. The entry of thirteen included many well-known models. An interesting event was the début of “Circe,” a new boat designed and built by Mr. W. J. Daniels for Mr. J. Fssam Lee. This “ Glengarry,” yacht bears a close resemblance to and in her maiden race she put up a very fine show in the skilled hands of her designer and came close to winning the event. She is a fast boat, and will assuredly do well. “Conquest” was again excellently handled by her owner, and she managed to retain the lead, although she was hotly pressed by “ Circe,” * Herald,” “Toute Blanche” and ‘ Twinkle.” IN THE MIDLANDS. DERBY M.Y.C. The contest for the club’s Consolation Cup was held on October 17. This event is open to all members who have not won a race during the current season. There was a light variable wind, but some very close racing ensued. During the run home ‘* Atlanta’ wrested the lead from ‘“ Peter”? and won by two lengths. All the other yachts were going very well at times. Results :—Ist, “‘ Atlanta”? (Nun’s Head School), 2nd, ** Peter” (F. Tatlow), “‘ Aegir ” (T. Spenlove), ** Enchantress ” (E. Leech), ““ Nymph ” (St. John’s School), ‘* Fairy * (Ashbourne Road School). There was a nice wholesale breeze and the handling throughout was commendable. wind at times came a On the beat the little more free, giving an advantage to one or other of the competitors, but this is all part of the game. “Toute Blanche” sailed a good race, while “ Twinkle *” was somewhat unlucky in that she had NORTH OF ENGLAND. several re-sails in which the points had to be divided owing to lack of time. “Calliope ”’ sailed well also, and for a long time held leading position. EAST HULL M.Y.C. v. GOOLE M.Y.C. The above clubs had a six-a-side match with 10-raters at Hull on September 9.- There were four prizes and a silver cup for the club which won the most points. The weather was fine and sunny, with a beam Results :—Ist, “Conquest” (H. K. Corby), 45 points; 2nd, “Circe” 3rd, ‘“ Herald”? (O. H. (J. Essam Lee), 414; Gosnell), 39; ‘* Toute Blanche ” (H. K. Taylor), 37; “ Twinkle” (W. R. Emery), 363; ‘‘ Hemera” (R. E. Dearing), 33; “Calliope” (C. Drown), 323; “Queen Bee” (P. G. R. Bird), 314; “‘ Flash” (Cmdr. Barraclough), 26; “Flame” (Dr. J. M. Pooley), 24; “Symphony” (G. H. Nash), 22; ‘‘ Hermione ”’ (Dr. E. Greville), 17; “ Pierette” (J. H. Everett), 3. Mr. C. H. Adams acted as O0.0.D., assisted by Captain F. W. Lazell, and Mr. A. W. Brock officiated as Starter. wind scoring two and two. The water was low and one of the Goole boats, the “ Petite,” damaged her rudder and had to finish without one. As she was in a good position at the time of the accident this just put her out of the prize list. Racing finished about 6 p.m., and Miss Eastwood, of Goole, kindly presented the Cup and prizes. Tea was taken afterwards at a café nearby, thus ending one of the best day’s sport of the season. The two first boats tied and sailed off, with the. result that ‘‘ Elite IL” gained premier honours. Advertisements i 4 ‘ WHITE RACING HEATHER MODEL YACHTS J. Alexander G Sons, 26, Victoria Parade, Ashton : SPAR Lightest : Preston : Lancs. SPECIALISTS Strongest : Cheapest Birmabright Metal Spars A Class Mast. Polished and Lacquered. WEIGHT 72 OZS. PRICE Other Spars in Proportion. | Close of Season. 12/6 Send Stamp for List ‘‘D.” : Genuine Bargains. A-class ‘“‘White Heather III.” £23 10s. Od. Winner Fleetwood Cup, 1933, and 8th in National. Steel Mast. Four Suits (three of Perks XL Cloth), and Spinaker. A-class ‘‘White Crest.” Second at Bradford, 1933. ss 10-Rater ‘“‘Lord of the Isles.” Winner Fleetwood Cup, 1932 and 1933. | £17 10s. Od. Three Suits’and Spinaker. £10 15s. Od. Three Suits and Spinaker. THESE BOATS COMPLETELY OVERHAULED & DELIVERED AS NEW. y, in reply.to..Advertisers, please mention MARINE MODELS. Advertisements ii j S THE BLUE ZES WATER MAGAZINE. The Publication The unique and world renowned which preserves the Sailing Ship Magazine in an history of the rapidly declining illustrated form. windjammer of the last century. Clipper Ship ‘‘Crusader,’’ 1865-1910. Annual Subscription 4s. 6d., (or $1:10 U.S. Currency). Specimen Copy 5d., Post Free. THE PACIFIC STEAM NAVIGATION CO., LIVERPOOL, 3. | é Apply: ‘ Ship: Model Makers Club. INTERNATIONAL Founded by Capt. E. Armitage McCann g With an Official Magazine SUPER BOAT HULLS. These beautiful hulls are carved out of finest quality pine and extremely light in weight. The 30 in. hulls are caived down T A E S H I PMO D ss L E R to rn is in. thick sides and have a 5 in. beam and 4 in. depth overall. Beautifully Illustrated The 39 in. hulls are carved to 3/8in. thick sides and have a 6 in. beain and Sin. depth overall. 30 in. Destroyer, Cargo or Liner, Speed Boat Hulls _... 19/6 39 in. ’ Carriage extra. YACHT o ~ * * oe dt Quotations given HULLS, Informative _ 316 Annual Subscription including Magazine and for Special Hulls. “ Restricted Interesting type. f Certificate, §2.75 (11/6). Full particulars free. ._._ Carved from finest pine, lead keeled and decked. Prices. 24 in,, 28/-. 30 in., 46,6. Carriage extra. SAIL CLOTH. Super Sail Cloth. light inysweight,butextra strong. 42ins. wide, Ship Model Makers’ Club, 2/3 yd. Plus postage. Send for sample. Illustrated Model Catalogue, 154 pages, 6d., post free. Bond’s . 254, 55a, Middagh Street, O’ Euston Road, Ltd., EUSTON ROAD, *Phone Musuem 7137. LONDON, N.W.1. Established 1887. y, Brooklyn Heights, N.Y. XY In reply to Advertisers, please mention MARINE MODELS. 205 Scores :—Ist, “* Elite IL” (J. Fentstow, Hull), 22 points; 2nd, “‘Janet” (J. Hobman, Hull), 22; 3rd, “ Quest” (G. Hall, Hull), 16; 4th, “‘ Sceptre ” (J. Cox, Hull), 14; ‘‘ Humber ” (G. Jackson, Hull), 12; “Petite” (G. Lord, Goole), 12; ‘‘ Ouse” (M. Ferrer, Goole), 10; ‘‘ Mayard” (B. Smith, Goole), 10; ‘‘ Ignotious ” (C. R. Miller, Goole), 8 ; ** Astrea > (H. Edmonson, Goole), 8; ‘‘ Elinore ” (L. Watson, Goole), 6; ‘‘ Gleam ’’ (R. Uney, Hull), 4. Hull with 90 points thus gained the Cup against Goole’s 54, J. H. 0.0.D., Mr. Clark, Scorer, Mr. A. Jones, Umpires, Mr. Churcher and Lt.-Cmdr. W. F. Behenna. The club held the final race of the season for the 6-metres (1%) class on October 7. Six boats competed in a good south-east breeze giving a beat and a run, and some good racing was witnessed. Results :—Ist, “* Nada ’’ (A. Cresdee), 20 points ; ‘“ Anneen’’ (—. Churcher), 19; “Iona” (W. Shell), 17; “Iris” (W. Gunton), 10; ‘“‘ Eastward ” (—. Sweet), 9; “June” (N. Clark), 0. 2nd, At the conclusion of the racing Mrs. Gomes presented the prizes to the winners. Mr. Baker was 0.0.D., Mr. R. Lance, Umpire and Mr. W. Cains, Scorer. W. G. B. SOUTH COAST. GOSPORT M.Y.C. The Watney Cup for the A-class was sailed for on September 16, and eleven boats competed. The first pair put off to windward at 2.15 p.m. with a south-east wind. Re-sails seemed to be the rule for the first two or three boards, but the skippers then settled down to very good trims. The results were :—Ist, ‘‘ Azalea’ 42 points; 2nd, “Joan” (A. ‘“‘Shannon” (H. G. Pyne), 32; (W. G. Baker), Pellatt), 37; 3rd, (A. Arney), 30; “Folly” (A. Read), 26; ““Tolanda’”’ (W. Shell), 26; ‘‘ Fantasia’ (H. C. Rollason), 21; ‘‘ Alliance” (W. Hartley), 18; “* Ryecliffe ’’ (W. Cains), 15; ‘‘ Aloha ’ (—. Gomes), 13; “‘ Miss Rhoda ” (W. Jackson), 11. At the conclusion the runner-up, Mr. Pellatt, presented the cup to the winner, Mr. Baker. The 0.0.D., Mr. Clark, is to be commended on the way racing was carried out, as, owing to shortage of officers, he was obliged to fulfil the duty of Scorer also. CANADA. ‘Silver Spray” Lt.-Cmdr. W. F. Behenna acted as Umpire. On September 30 the A-class sailed their final regatta for the season. Twelve boats competed in a light north-east breeze which gave a reach each way. During the afternoon the wind showed signs of dropping, but luckily held out so that it was possible to complete the whole eleven heats. Results :—Ist, “Caprice”? (Reg. Lance), 32 points; 2nd, “ Azalea” (W. G. Baker), 28; 3rd, ““ Veronica’ (H. Day), 28; “Shannon” (H. G. Pyne), 26; “Joan” (A. Pellatt), 24; Silver Spray ” (A. Arney), 24; ‘‘ Folly” (A. Read), 22; *““Miss Rhoda” (W. Jackson), 22; ‘‘ Alliance ”’ (W. Hartley), 22; “ Fantasia’? (H. C. Rollason), 16; ‘ Aloha” (—. Gomes), 14; “ Ryecliffe ” {W. Cains), 6. VANCOUVER M.Y.C. The recently completed series of nine races for the Begg Permanent Challenge Cup for the D-class, were decided at Kitsilano Beach,and resulted in a win for ‘Quest’? runner-up was (Maleolm McKinnon). (Cecil Pratt), with 36 points against the winner’s 44. Other scores were ““Vijea”’ (Aylmer Pratt), 31; “ Red Cloud” (H. Moore), 26; “Javelin”? (Keith McKinnon), 18 ; “Colleen” (H. (A. Vincent), 10. Smith), 16; ‘ Troubadour” In the Trout Lake series of races ‘‘ Red Cloud ” is leading with 51 points, ‘“ Vijea” being second with 43, “Oriole” third 39, ‘* Troubadour” 20, “Colleen”? 11 and Don Moore’s boat last with 1 point. In the Harvey Cup races for the C-class “‘ Red Wing ”’ was leading the fleet with 34 points. Four of the six races for the Nabob Cup for International A-class models have already been sailed, ‘‘ Answer” (A. Watson) being in the lead with 14 points, followed by ‘‘ Miss Vancouver ” (E. E. Brethour), 9; ‘‘ Minehaha” (Ted Blackmore) and “Nymph” 6, “ Neptune” Graham), 1. Will club Secretaries and others who send reports for this page, please always mention the class of boat wsed, name of boat and give owners’ initials as well as surnames. The “Oriole” (Jack UITE the most amusing skit on Model Yachting which we have seen-for some, time appeared in a recent issue of the Glasgow “Evening Times” (September 23rd). One of the sketches accompanying the article shows a much surprised swan giving utterance to a pious ejaculation of disgust at being charged by a model which by the way is weirdly and wonderfully rigged. However the sketch brought to mind an incident at Whiteinch this Summer. One of the swans in particular had the habit of viciously worrying any small craft that came along and habitually expended a considerable amount of energy in misguided efforts to sink any such and was not above dabbing at the racing fleet also. On the occasion under comment Mr. Swan was placidly exploring the bottom of the pond with his neck fully submerged when one of the heavy 12-metres Models ran well up across the junction of neck and-body in.such a way that the bird was quite helpless for some moments and could not raise its head from the water. When it eventu- ally struggled clear, friend swan seemed more than a little perturbed and we have not noticed him attacking any models since. Probably with the fright and the force of the impact a salutary “pain in the neck’ resulted. Queen’s Park ran an open Regatta for 6-m. models on 30th September, when a fleet of twenty-four representing six Clubs were entered. The waters are much shut in and are invariably difficult to sail, and the present occasion provided no exception to the rule. However a most enjoyable afternoon was spent, the Queen’s Park boys are such decent fellows, and three heats were completed. ‘‘Patricia,”’ (E. J. Steven, West of Scotland), returned a card of 13 points as also did “Adapta’‘(T. Porter, Elder Park), and the subsequent final gave first prize to “Patricia.” ‘‘Adapta” took second prize of course and the third went to “Dinah Lee” (W. Gully, Queen’s Park. No less than seven others each returned a score of ten. The prizes were presented to the respective winners by Mrs. Munro with charming grace. The Scottish Association Officials were in charge and received welcome assistance from Messrs. Thompson, Carroll, McDowal, Gavin and McMenemeny as banksman. Mr. Ritchie officiated as Starter and Mr. McLellan as Judge in which position he is a quite indispensable asset to us. Largs had arranged for an inter-club contest with Johnstone for 25th September, but owing to some misunderstanding Johnstone failed to implement the engagement. AClub race was organized to fill the void and nine models competed under command of the Scottish Secretary. The wind conditions were most unfavourable and trying, but Largs men have. experience of difficu/t circumstances and nothing daunted made some very good boards with close finishes. Out of a maximum of 20 points Mr. Geo. Duff’s “Helena” collected 12 to take first place and on the day’s racing she deserved the honour. A new model by Mr. Turner was on the water and although of an unorthodox hull design exhibited a good turn of speed and should develop into an opponent to be reckoned with when propcriy trimmed and tuned up. Mr. Robt. Jack, the Largs Secretary, acted as Starter and Mr. P. McLellan recorded the points. The “Shire” Clubs, Ayrshire, Dumbartonshire and Renfrewshire, had a pleasant day out on 16th September, when the ‘Greenock’ Challenge Cup was the object of Competition. The event, staged at Barshaw Park, Paisley, was sailed under ideal conditions of wind add weather. A fine spectacle resulted when spinnakers were bent on the leeward boards and the Models raced for the line at top speed. The conditions call for a team of two boats from each Club and on completion of eight heats Commodore Leggatt, who was in charge, announced that the Clydebank team consisting of ““Naushabad”’ (Commodore A. Perry), and “Betty” (J. Wright), had won the trophy with a score of 48 points. Racing was keen throughout and and all concerned expressed gratification at the successful issue of the day, vouched for by the other scores as follows : Greenock 42 points; Paisley 41 ; Dumbarton 41; Port Glasgow 41; and Saltcoats 30. The Paisley Club entertained the company to tea during an interval and Mr. J. Thompson Wilson, Greenock, formally thanked the hosts tor the courtesy of their waters and the entertainment. Mrs. T. McFarlane gracefully presented the Trophy and Commodore Perry expressed acknowledgment of the congratulations bestowed upon his team. Commodore Leggatt had the able and energetic assistance of Secretary Muir in the conduct of the race. The ballot for 1934 venue for the event appropriately went in favour of Whitecrook Pond, Clydebank. At Whiteinch recently an open race for all comers organized on the spur of the moment has resulted in Father and Son taking honours in the 12-m. and 6-m. classes respectively, the results being “Una” (12-m.) Mr. I. McPherson, and ‘““Mowhawk,” Master D. McPherson. A chip of the old block and a proud old Tar! The British National Championship (M.Y.A.), for 12-meters Models provided an appropriate climax to the official Model Yachting Season in Scotland. The race, staged on the waters of the Gourock Club on 16th September, brought out an entry of eight MARINE MOVELS oS ON competitors representative of Gourock, West of Scotland and Scottish A-class Clubs. Rather a disappointment in numbers but in compensation the quality of the racing was extremely good, notwithstanding that the reaching conditions prevailing were not particularly satisfactory. A moderate breeze which gradually increased in strength as the afternoon proceeded, enabled the contest to be concluded in three hours, starting prompt to time at 2-30 and finishing at 5-30 p.m. Quick work, even allowing for the comparative short length of the pond and rendered possible only by the efficiency of the officials combined with the loyal support and and clean sporting spirit displayed by all the competitors. Many of the boards were won by inches only and the result was entirely in abeyance until until the commencement of the sixth heat, although the eventual winner, Mr. I. McPherson’s ‘‘Una,” Scottish A-class Club, who had only dropped two points up to this stage appeared to be in the best position, he was by no means safe. His final score however was 24 points. ‘Ellora,” (J. A. Steward, West of Scotland), struck a bad patch in the second and third heats, dropping all eight points, but made amends by winning all her other boards to take second prize with 20 points. The Scottish champion this season, Capt. McDonald’s ‘Ardnamurchan,” Scottish A-class Club, proved erratic, making some good boards and other equally bad, and returned a card of 14, as also did the well- known West of Scotland boat “Sybil,” (R. L. Rodrick). In the ensuing sail-off for the third place “Sybil” carried the race by a narrow margin. We spent one of the most enjoyable days within. our Model Yachting exferience on Saturday, October 14th, the occasion being an inter-club match or rather demonstration between East Fife Club sailing “Fifies” and Perth with a team of 6Metres. First there was the joy of the motor run through all the glory of a_ perfect Autumn day. Field and forest clothed in unending shades of bronze and purple. Distant vistas of the eternal hills faintly veiled with thin curtains of ethereal mist, constantly changing in contour and aspect as the rushing wheels carried us onward. Flickering gleams of brilliant sunshine through the overhanging trees. May Island lying like a glittering jewel gleaming on the distant horizon and the foam and fret of the restless sea, booming in varying cadence on the rocky shore. Then the climax running homeward through the silences of a perfect night, ghostlike pictures forming and dissolving before our driving lights on hedgerow and avenue. And so home, pleasantly tired but supremely happy and with recollections of yet another uplifting experience to colour our thoughts when darker days may fall. All of which, while: ancillary to the Anstruther match may not be strictly to the point, but why should we exorcise the refining influences initiated after all by the sporting event which gave them birth ? Furthermore the actual match itself was unfortunately something of a fiasco owing to absence of wind, almost a dead calm prevailing. The team of four sailed two heats and it The other scores were: ‘‘Aymara,” (P. C. McGregor, West of Scotland), i2; “Gavotte, (H. Stirling, Gourock), 12); “Enigma,” (D. Dick, Gourock) 10; and ‘Marita,’ (“V. McKerroll, Gourock), 6. We were indebted to Messrs. Jones, Smith. Vassey and Smith (second), of the Gourock Club, for invaluable assistance on the banks, and Secretary McPherson of the Scottish Association acted as Scorer. The Gourock Club, for whose courtesy in granting the use of their sailing waters, we had the honour of expressing thanks on behalf of the M.Y.A., generously entertained the competitors and officials to tea, and full justice was rendered to it after the strenuous afternoon’s sport. At the subsequent presentation of prizes some felicitous speeches were made and we trust they are indicative of an early return to active participation in the affairs of the Scottish Association on the part of our Gourock friends. We very much regret circumstances prevented us from travelling to Yeadon Dam for the National 6-Metres Championship. We understand however that our party met the hearty welcome we have found inseparable from our English visits and all those who were priviledged to attend express thanks for the free hospitality and attention accorded them. They found it a thoroughly enjoyable experience and are looking forward to the next occasion with keen anticipation. Photo: Wm. Taylor, Glasgow ‘‘Ardnamurchan’”’ (Capt. John McDonald) Winner Scottish 12-m. Championship 1933. bs ee ey WNQVELS) Py MQINE \ 210 would be difficult to say exactly what the boards represented in sailing direction. However, two points wererecorded for each board and the final scores were 10 points for the ‘‘Fifies’’ and 22 for the 6-metres. We should hesitate to say that under other weather conditions this result would be repeated. The “Fifies”’ sailed wonderfully under the circumstances for which admittedly they -are not suited and the experience was most interesting and educative. The East Fife Club entertained a company of the visitors and others to a generous tea presided over by the genial presence of Commodore Dr. Wilson. In the course of the evening the East Fife Club presented by the hands of Mrs. Dr. Wilson a miniature silver cup as a souvenir of the occasion to their Perth shipmates. A number of speeches supervened and we judge the day well spent notwithstanding the disappointment of the actual race. As always with men of the sea our hosts were real good fellows, hospitable and sincere, and we will be delighted to renew,the contact whenever good fortune allows. THE ScortisH COMMODORE. OR, Arp MspEL BY THE QUARTERMASTER. NORTH OF ENGLAND. MANCHESTER MODEL SHIP SOCIETY. (Lancashire and Cheshire.) We have now got fully into our stride with the winter syllabus, and the meeting on October 12 was occupied by a discussion as to whether it was worth while attempting to make any ship model unless such model was to be to a definite scale of an original prototype. After much discussion, the meeting arrived at the conclusion that, while the perfect accurate scale model was an aim to be strived after, this was almost an impossibility, but that providing the modeller constructed as accurate a model as was possible from the data available, such a model would be infinitely more satisfactory than one that was merely representative of the type. The members have expressed themselves as very pleased with our new meeting room at the Roma Café, Corporation Street, and arrangements are now in hand for the display of a succession of members’ models in various parts of the café. _ Our intention is to have about four models on show at a time, and change these each month or so, in preference to having a large display of models that would soon fail to arouse any interest to the public. In this connection the Secretary would be pleased to hear from anyone prepared to Jend any models. The Society has now got a definite start on the publication of blue-prints of prototypes that are not, in the ordinary way, available to ship modellers, and the first to be published are a set dealing with the construction of the Royal Yacht, at present being described by Mr. Salisbury in this magazine. Mr. Salisbury is a member of the committee of this Society, and is a recognised authority on ships of this period. He has gone to a great deal of trouble and expense in the collection of his data, and the blue-prints are as accurate as is possible where no official details are available. The price of the set of prints is 4/-, and they can be obtained from the Editor of MARINE MODELS, or direct from the Society. The meetings for November are as follows :— November9 Lantern Lecture. Subject: The Manchester Ship Canal and Docks. 211 November 23 Constructional talk by Mr. F. E. Haywood, on the building of miniature scale models. happened elsewhere, and blue-prints as well have been consigned to the waste-paper basket. It. Hon. Secretary—H. Griffiths, Moorlands, 27, Park Avenue, Sale. is up to ship model-makers, as a body, to make such a protest next time this sort of thing happens that the guilty ones will shiver in their shoes, and LIVERPOOL. The right spirit is, fortunately, growing up. The Ship Model Society has recently been presented with seven SHIP MODEL SOCIETY. Many people have been deterred from applying for membership of this Society by the name, and the impression it gives that only actual model-makers are eligible. never again This, of course, is by no means the case; anyone who displays a genuine interest in ships is welcomed, and the members’ roll already very indulge in such interesting wanton builders’ destruction. half-models, and complete plans relative to one of them by a Liverpool firm of naval architects. This gift is a very valuable addition to our collection, and is much appreciated. Other firms please copy ! Hon. Secretary—A. R. B. Lyman, Esq.. B.A., 8, Wyndham Road, Wallasey, Cheshire. includes marine artists, connoisseurs and collectors of prints and relics of nautical interest, apart from the main body of ship model-makers. Needless to say, they all get on very well together, and although their individual “specialities” differ, a common love of sea lore and ships binds all together SEA into a harmonious whole. Since the last notes were written, many changes have taken place. Our founder and first Chairman, Lieut-Commander J. H. Craine, has found it necessary to resign his position owing to pressure of business. The Society is deeply indebted to him for the pioneering work done so willingly and well, which has put the Society in such a sound position. However, what has been lost in one direction has been made up in another, and we are very proud to announce that Admiral of the Fleet Sir Roger J. B. Keyes of Zeebrugge, Bart., G.C.B., has accepted the position of President of the Society. When these lines are read, the Second Exhibition will be a thing of the past, but, if all goes well, it will be a thing to remember, and to make all members feel proud to belong to an organisation that can launch and carry through to a successful conclusion, such an ambitious project. The work of organising, preparing the hall, selling tickets, serving as stewards, packing up and dispatching exhibits at the end, all the manifold jobs in connection with an exhibition, are all done by the members themselves, and it speaks well for the team-work that the job is carried through so efficiently. At the last exhibition, though all the models were insured against damage, not a single claim was made for damage received by any of the exhibits. That is the advantage of having ship model-makers to handle ship models. They appreciate, more than anyone, the amount of patient labour that can be wasted as a result of clumsy handling. Talking of appreciation of models reminds one of the absolute lack of appreciation of the value of such things among ship-builders and owners. A Merseyside firm of ship-builders quite recently made a bon-fire of about sixty half-models because they had no room for them; the same thing has BREEZES. 4«QEA BREEZES” is the title of the magazine of the Pacific Steam Navigation Company, and we have no hesitation in heartily recommending this little monthly to all interested in sailing ships and their history. The ship modeller has a double interest in his subject—the practical and technical side of actual modelling work, and the history of the vessels that form his subject. Whilst we ourselves cater for the first of these interests, we do not pretend to more than touch the fringes of the historical side of sailing ship lore. Unfortunately many publications, both practical and historical, are grossly inaccurate and liable to mislead their readers. It is, therefore, a great pleasure to us to be able to recommend such a well-authenticated publication as Sea Breezes. This little magazine is well compiled and written but without any frills. It is interesting, informative and correct. Moreover, it is splendidly illustrated and produced. The October, 1933, issue is the 167th number, The principle articles include: “I was an Engineer. Sir,” “On the overdue List—Some memorable long voyages,” “Exmouth Exhibition of Sailing Ship models,” ‘Past Moray Firth Sailing Vessels,” “Sailing Ships’ Roll of Honour,” “Nautical Research,” “The Signal Station,’ etc. The latter feature consists of the reports of movements of Sailing Ships. ‘This magazine is obtainable from the Head Office of the P.S.N.C., any Branch Office, or the Purser aboard any of the P.S.N.C. vessels. The price is 3d. a copy, or yearly subscription post free to any address in the World is 4s. 6d. Anyone interested in ships should obtain a copy. 212 occasion. ‘ Blondie” (C. A. Berwick) never had a run, as her propeller shaft whipped and buckled while the engine was being warmed up beforehand. Mr. E. Law’s boat was making her maiden run, and WICKSTEAD M.Y. & P.B.C. | fa view of the gift of a splendid silver Cup by the club’s President, Alan G. was decided to hold a_ Timpson, Esq., it power-boat _Tegatta on October 1. A few weeks before the regatta, Mr. Neal, the Park Manager, decided that the mud bottom of the lake was not good enough for the members to stand on, and with the permission of the trustees decided to put concrete over the bottom of the lake. Everything was finished just on time, and the club have now a lake complete with concrete starting platform, permanent tethering pole, etc. Some of the members whose boats were not quite ready put in some very late nights of desperate work trying to finish by the great day. One of these gentlemen, on being asked what name he intended to give his boat, remarked that the surtace of the hull was not large enough to accommodate all the names he had called her, which was, perhaps, as well. Lunch time on regatta day saw two enthusiasts easing their pistons, instead of eating their lunches, but by 2.30 p.m., the appointed starting time, seven of the eight Wickstead boats were ready to take the water. The regatta consisted of “Timpson” Trophy, two events—the over a 500 yards circular course, and a 1,000 yards race. Although lack of experience hampered the local men, bad luck played its part. “‘ Chick’ (H. Robinson) has regularly been lapping at 31 m.p.h., but did not manage to complete: the course in either event. Mr. Maycock has had very bad luck ever since he commenced to take an active part in the sport, but stage fright appeared to be responsible on this planed very cleanly. She should develop into a really fast craft when tuned up. Actually, the same three boats—* Betty,” “$32” and “ If-it IV ’—finished in the first three places in. each event. The victory of Messrs. Innocent Bros’. record breaker was expected, but the second boat also ran very well. Mr. Cockman’s flash steamer seemed right at the top of her form, as, apart from the actual racing, she made several very fine runs, and although I am open to correction, I believe she did two laps at 34 m.p.h. We were all struck by the beautifully clean and stable riding of this hull. “ Kiwi” (J. W. Vallins), started off at a tremendous speed, but, unfortunately, a broken propeller shaft brought her meteoric career to a close. Times for the races were :—500 yards: I\st, “Betty (Innocent Bros.), 33-08 secs.; 2nd, ** $32” (C. Tebbutt), 36-26 secs.; 3rd, “ If-it IV” (A. W. Cockman), 37-5 secs.; ‘* S59” (J. Walker), 38-9 secs.; ‘‘ Old Bean IV” (P. Marechall), 41-76 secs.; “W13” (H. R. Perkins), 41-92 secs.; “W5” (E. Law), 46:08 secs.; ‘“ Ko-Ko” (W. Tryhorn), 46-25 secs.; “S19” (J. D. Mills), 49-29 secs. 1,000 yards: Ist, ‘“ Betty,” 67-12 secs. ; 2nd, “S32” (C. Tebbutt), 74-68 secs. ; 3rd, ‘* If-it IV,” 80-00 secs. ; ‘“‘ Old Bean IV,” 84-84 secs. The 0.0.D. was Mr. R. E. Tait. Mr. J. B. Skingsley kindly lent and operated the electric timing apparatus. After the racing Messrs. Vanner and Vines gave an exhibition in the art of straight running. The former made the spectators’ hair rise by regularly missing the concrete base of the tethering pole by about six inches. The lake is really on the small side to show a model like “S855,” Mr. Vines’s beautiful silver launch, at her best. Unfortunately, the large lake was empty, but this is unlikely to occur again. Altogether the members and visitors had a very enjoyable day. Naturally, the club would have liked one of its members to retain the trophy in Kettering, but its loss will only act as an incentive to progress. F. O. R. I.C. ENGINES VERSUS STEAM. By JoHn WALLACE. ie an article which appeared in this paper last November the writer made the following assertion; “The petrol men are certain that by the end of next season they will have proved conclusively that the steamboats can no longer compete against them at either steering, nomination or speed.” The Heaton & District M.P.B.C. fiinished their season on the 16th September, and the result proved that the confidence of the petrol men was not quite justified because although a motor boat won the “Points” prize, two steamers tied for second place only 5 points behind. The competition was very keen as the following list will show : Ist place. John Wallace’s Motor boat, “Mary” 240 points J. Humpish, jnr., Steamer, “Eva” 235 points G. Hopper’s Steamer, ‘Florence ” 235 points R. English’s Motor boat, “Jean ”’ 215 points i 213 W. Hepplewhite’s Motor boat, “Cynthia,” 210 points J. Humpish, snr., Steamer, ‘Emily’ 185 points Seven other boats took part in the various competitions but made considerable fewer points. The “Emily” put up the best performance of the year because she took part in only four Club events and made an average of 46°25 points per competition whilst the ‘‘Mary’s” average was only 40 points. She also tied for first place in the North East Coast Steering Championship so it must be admitted that her season’s record is a very fine one. Next season she will be the most serious rival to the motor boats for although she is not fast she is reliability itself and her owner, one of the wiliest birds in the game, keeps her tuned to the last milligram. She is fitted with a pop safty valve which works to perfection; her steam supply to the engine is regulated so that she blows off intermittently all the run. This means that the pressure never varies more than a pound or so and unless affected by sudden gusts she runs dead straight and at exactly the same speed. The motor boats received a new recruit in the “Joan” of the Tynemouth Club, both hull and engines being of the writer’s design. The workmanship is of a very high order and the boat has been a complete success. She finished third in the N.E.C. Championship and won two out of four Club competitions and was second in the other two. Her speed is very much in excess of anything they have previously had at Tynemouth, so there was trouble about catchers but no doubt this difficulty will be overcome and in the coming season the owner will get enough running to learn all her tricks. When he does, Heaton will have to “look that her walls be strong.” Although the petrol men have not justified their bold boast they have had a very good season as the following will show :— North East Coast Steering Championship. Was won by the M.B. “Jean” with the M.B. “Joan” as third. The M.B. “Mary” tied for fonryh place and so three out of the first six were motor boats. Only seven of these competed against thirtythree steamers. Smeaton Memorial Cup. Speed Contest. Won by the M.B. “Mary” with the M.B. “Cynthia” second and the M.B. “Helen” fourth. The “Mary” broke all previous records by two seconds and the “Cynthia” also broke the record. The “Mary’s” speed was 24 m.p.h., and the “Cynthia’s” 14 m.p.h., faster than the fastest steamer. Nomination Competition. This was won for the second year running by the M.B. “Cynthia,” her error qs of a second. The ‘‘Mary’s” error was 7% of a second, so there were two motor boats in the first five. By our way of scoring for the “Points” prize all five boats made the same number of points. Watson Challenge Cup & Poixts Prize. This is for the highest aggregate of points scored in the monthly competitions and was won by the M.B. “Mary.” The list previously given shows the result also that three Motor boats were included in the first six, The “Mary” has only competed for this. prize during 1932 and 1933. She tied for first place last year but was beaten in the second run off by the Steamer “‘Eva,” both boats making 235 points but this year she scored an extra 5 points which gave her first place. When it is remembered that it was only in 1931 that the motor boats made any serious challenge and that in each of the three N.E.C. Championships held since then, a motor boat has been first and another either second or third, it must be allowed that their success has been little short of marvellous. In the article of last November mention was. made of a water cooled engine. This has been tried out in the “Helen” and the “Cynthia” with completesuccess. The fine running of the “Cynthia” being due to this engine. The ‘Helen’s’’ hull has. been giving way to the strain of the I.C. engines. for some little time and she was unable to finish the Club events, but when first fitted with the water cooled engine she did some splendid runs. On one occasion she did 42 times the length of the lake and was only stopped then because the owner was. bored to death with turning her round. During this run she consumed } of a pint of petrol whilst: as a steam boat she used to burn a pint for } that number of runs. In other words, she is nine times. more economical as a motor boat than she was as a steamer. This engine has a water cooled head as well as a cylinder jacket. The circulating water is supplied by a small ram pump geared to the crank shaft and fitted with a second barrel for the hand pump. This is done so that the jackets can be filled with water before starting up. All the Heaton engines which includes those in the “Joan,” are fitted with carburettors and contact breakers built up to Mr. Westbury’s “Atom” design. The “Mary,” “Helen” and “Cynthia” have “Atom” induction coils but the “Jean” and “Joan” use “Ford” coils. These latter coils work quite well as long as they are kept dry but are a constant source of worry and no doubt when money is a little more plentiful they will give way to “Atoms.” The writer, a steam trained engineer, cannot but admire the gallant fight which is being put up by the steamers, the more that he is sure that they are engagéd in a losing battle. However, time will show. 214 Sy WO Salishry oF 1670. (Continued from page 185). q BE object of this article is to try to explain how the effect of ‘open frames ’’—universal in English models of the 17th century—can be obtained in small models with relatively little labour as compared with a fully detailed model. The chief points are that all the frames touch, that their timbers are equal in thickness throughout, and all frames are vertical and at right angles to the keel. The absence of cant timbers con- siderably simplifies matters. — The main difficulty in framing a model is to keep the frames at their correct width, and to see that one side in not nearer the centre line of the hull than the other. The frames are, _ therefore, simplified in the model, and in place of the five pieces before mentioned, there are three (Figure [). JASE. CROSS PIECE . b | MAIN PIECE « tools are saier. The appearance of the model is greatly improved if the centre of the main-piece between the crosspiece and floor is cut away, leaving enough wood at the edges to resemble the futtocks. When this is done the frame is stronger if the main-piece is made in two pieces, so that the grain in each runs upwards and outwards from the keel. The frames are fastened to each other by glueing and pegging through the cross-pieces and floor timbers. There is then a solid band of wood running fore and aft at the extreme breadth line, and the model cannot be distorted. Where top timbers have to be fitted, as for the bulwarks, the cross-piece ends short of the sides, and when all the frames are fastened together top timbers are fitted in the recesses thus formed. Similarly, where deck beams are fitted, the crosspiece ends a little below the upper edge of the mainpiece, and in the resulting groove the beam is glued. The transverse bulkheads are fitted in similar grooves. Fic I A main-piece (a) takes the place of the two futtocks, and is the shape of the finished frame. In the lower part, just above the keel, a semi-circle is cut out to represent the lower ends of the futtocks in the actual ship. personally, use bamboo for pegs, as it is easy to split into strips and is very tough. When well fitted, pegs are at least as strong as nails, and one’s The top is just below the deck, at the height of the “building line” described below. Across the top is fastened a cross-piece (b); the lower edge of this is at the level of the keel of the top timber, and its end appears in the finished hull like the lower end of the top timber. The third piece is the floor timber, which is very like the real article, except that its upper edge is straight and not curved. This piece, like the other two, is made of 4-in. sycamore in a model 1/60 full size. The three parts are glued and pegged together and I, BASE BOARD Now to deal with the building. On the sheer plan draw a straight line parallel to the keel, and, at the closest, passing ; in. below the deck. All measurements given are for a model twice the size of the plate. Just before this line cuts the lower edge of the upper wale, it is stepped up }in., and again continued parallel to the keel. It is necessary to step it up twice aft, at sections 4 and 6, and once forward, at section I. This is the “ base line ”’ for the simplified frames and gives the height at which the main-pieces end. In any model this line must be hidden behind the top planking, and in large ships it would be necessary to place it above the lower deck. Next get a flat board 18in. by 6in., and mark the centre line, and at right angles draw lines at distances corresponding to the section lines in the floor plan. On the board fasten two pieces of in. board, both 6 in. wide, the upper shorter than the lower, so that the resulting profile (Figure II) corresponds with the steps in the base line in the sheer plan. The centre and section lines are marked on the surfaces of these boards, and on them the hull is built, upside down. As each frame is made it is put on the board and fastened to those already in place, taking care that it is vertical and that the centre point of the cross-piece coincides with the centre line of the base block. Fore and aft the frames show a decided bevel, and it is easiest to cut out the frames if the bevel on the main-piece is an ‘under bevel” (Figure III). The main-piece is then cut out exactly to the form of the section, and its outer edge bevelled off. The cross-pieces and floors are cut a little larger than In the the main-pieces to allow for their bevel. sheer plan the sections are so spaced as to coincide with the joints between the cross-and main-pieces. \ Fic Il deeper hole is required where the steps in the well to the deckhouse door are fitted. When all the frames are in place the hull should be cleaned up with files and sand-paper, the floors made level, and those at the stern smoothed into the proper curve to take the deadwood, which is now made from hardwood and fixed into place over the floor timbers. The solid stern transom, together with the tapered filling frame referred to last month, are then made and fastened into place. As mentioned last month the bows, forward of section J, are made of one solid piece of wood. This is shown in Figure IV. As the sides of this are a little under 1/10 in. at the top, and a rabbet has to be taken out of the edge to receive the ends of the inner planks of the bulwarks, it is best made of boxwood, which is ideal for all model work, big or small. The grain should run _ vertically. The rabbet for the deck is ; in. deep, and care should be taken to get it the right height. The deck is in one piece of 4;-in. sycamore, pierced for the hatch~ ways, mast, etc., and extending from the rabbet in the bow piece to the deckhouse bulkhead. After fitting the deck beams, giving a nice sheer to the. deck as well as a }-in. camber, the deck can be fastened in. I made mine reach to the extreme edge of the hull, so that the top timbers could be set back into a recess in its edge and thus be steadied. ‘ Fic IV In the fore body the main-pieces will be forward of the cross-pieces, and in the after body the mainpieces of the frames will be aft of the cross-pieces. It is then evident that amidships a separate mainpiece, without cross- or floor-pieces, must be inserted, and this is marked on the plan. It is the first timber to be made and is fastened to the first timbers fore and aft of it. These three are placed NN \ FicWV CUM! 1117 FE Y CROSS = Z, , PIECE = in position on the base board, and from them the hull is built out towards the ends. Here is the great weakness of this system—until the keel and wales are in place the hull is very tender and liable to break unless all the frames are really well fastened. To save trouble I only cut every other frame true to the body plan, and the intermediate ones were cut a shade smaller than their neighbour on the midship side. The height of the lower edge of the cross-piece and the end of the floor timber must be measured for every frame, not forgetting to allow for the thickness of the bevel on the end of the floor timber, which shows above the rising line, as in Figure I. Where the well deck drops below the base line a piece has to be cut out of the upper edge of the frames, between sections 4 and 6, to allow the deck to be let in. As the deck does not extend to the sides, but only to the lockers under the gangways, enough wood can be left at the ends of the cross-pieces to fasten the frames together. A These top timbers are rather elaborate, as a difficult point about the ports in a planked hull is that the holes have to be framed with two top timbers and cross-pieces. A circular port is even more difficult, and so I fitted one broad top timber and bored the hole through it as in Figure V. The leg at the bottom fits against a short cross-piece, as described, and the shoulders fit down on top of the solid hull. Where a port does not lie directly over a cross-piece the leg must be to one side of the top timber. These top timbers I made out of boxwood, 2/5 in. wide, as they are only about 4 in. thick at the top, are rounded horizontally to the curve of the side, and have to hold the fastenings of both inner and outer planking. I bored the portholes after all the planking was on, and although a ticklish job, I think it best, as the timbers were much stouter and easier to drill when fixing the planking. (To be continued). = 5S 5 % rie Se ys [> 216 By2 is by, J. Vines = 7 8 MAKING THE VINES FLASH-STEAM ENGINE. (Continued from page 189). ‘THs other method of making the frame is the one that I personally use. Measure off the four sides on the strip, making the last side4 inch short of the full measurement. The method feelis really to bend up the frame out of a continuous strip of metal. Cut two ends of the required length of metal off dead square. The frame is going to have three bent corners and one butted corner. At each of the bent corners a’ saw cut has to be put in the metal on the inside of the frame. To do this, put the metal in the vice and cut almost through leaving only just enough enough metal to hold. It is important to get these sawcuts dead square across the strip. In order to permit the metal to bend the sawcut has to be converted into a V-groove. This groove must be right-angled or rather a few degrees wider than an absolute right angle. If the groove is not a full right angle the small amount of metal left will break when the corner is bent up. Moreover as the corner has to be soldered up, it’ is advisable to have a little gap left for it to run into. This must not be more than would take a sheet of paper though a little extra is not a matter of any moment as the solder will fill it up. In filing out the groove a small square file will be found most convenient. Bend the frame round squaring each corner carefully- When the frame is nicely squared up put a piece of binding wire round the outside of the whole thing. Put the frame into the brazing pan and starting with one of the bent corners fill this up with silver solder as already described leaving a good fillet. Before proceeding to the second corner, check the frame with the set square to see that it has not got out of alignment under the heat. The butted corner will be the last to be done. The two cross bars are then silver soldered into position. The brass that was added to the solder in the corners will raise the melting point and if the cross bars are soldered without the addition of brass there will be no fear of the corners coming unsoldered. The frame must not be cooled suddenly but be allowed to cool off of its own accord. In cleaning up flux can be tapped off with a small hammer. This not only fetches off the fused flux but will also serve to test the joints. The frame is then cleaned up with an old coarse file. New files should be kept for use on brass and when they begin to lose their cutting power on brass can be taken into use on steel. In cleaning up the inside of the corners can be cleaned up with a round file about }” making a nice sweep in the corner. The cross bars can also be filed down to size being left 3” wide. If the ends where they but onto frame are left with a little round sweep similar to the fillets in the corners, it will serve to stiffen the frame. A generous fillet should be left on the underside of these cross bars as there is a lot of up and down strain on them. Finish off with finer files, and if a better finish is required emery cloth can be used later after all the drillingis accomplished. The Bedplate (or Frame). Note fillets of silver solder in the corners. It should be emphasized that the top of the bedplate must be dead tlat on the top. This can 217 be checked as cleaning up proceeds by using the sheet of glass, A high spot can be ascertained by the rock it will produce. In finishing a sheet of emery cloth can be laid face upwards on the glass The actual hole is a shade under the actual outside diameter of the tube, as the latter has to be slightly stepped. similarly made, The top flange (No. 3A) is but instead of being left square and the frame rubbed on it.. this is a regular circular flange. It is very important to attend to this squaring up as otherwise the engine will never run satisfactorily. made square at the start from the same material If the engine is being used in a prototype model where non-rusting qualities are more important than getting the last ounce of power out of the plant, an aluminium casting can advantageously be used for the bedplate, but in this case a gunmetal cylinder would also be appropriate, and a few other minor changes which will be detailed as these articles proceed. The next things to be made are the four columns that support the cylinder. The bedplate is shown number) and marked marked No. 2. No. in 1. the The plate (October columns are The columns are }-in. round steel rod. Rustless steel can be used, or mild steel will be found easier to work. These are cut to the correct length and the bottom is turned down to 3; in. and threaded to take a nut. The top is similarly treated, but turned down and screwed tin. Whitworth. These are a perfectly simple job, but care must be taken to get the four columns exactly the same length, otherwise the cylinder will not sit squarely. The cylinder (No. 3) is a piece of heavy-gauge solid-drawn steel tube. This tube should account be less than +; in. finished, so .3 in. be used. The bottom flange consists of a steel plate }in. thick and 1} in. square, but first be cut a little full. This plate is held four-jaw chuck of the lathe and a hole bored take the cylinder. See diagram No, 3B. on no should square should in the out to For the benefit of the novice, the best way of squaring the metal up in the chuck is to hold it lightly, and revolve the lathe slowly backwards by hand. This saves time,as the actual tool can be used in the squaring up without scoring the work. It is, however, as the bottom plate. The tube can next be chucked in the lathe. Care must be taken that this is running truly. The ends are then turned down to fit the holes in the flanges. These should be a firm push fit. Whilst the tube is in the chuck, clean up the outside of the tube as far as possible. The tube has to be reversed to attend to the second end. Before taking the tube finally out of the chuck, measure down from the top end to the centre of the holes for the uniflow exhaust (No. 4). With the tool scribe a light line right round the cylinder. This serves as a guide for drilling the holes. It will be found a convenient way of holding the cylinder if these holes for the uniflow are drilled before the tube is removed from the chuck. The holes should be 3 in. and spaced #; in. centres. There jacket. are two ways of making the This can either be made from a uniflow solid piece of steel or from a length of ;-in. boiler tube. If it is made from the latter, the tube is first split lengthways and opened up. tube or rod, or, in fact, size to use as a matrix. Then take a piece of anything of a suitable This matrix should be a shade smaller than the actual cylinder. Bend the split tube round this matrix and then clean up the inside to be a good fit for the actual cylinder. Where the two ends meet cut away the metal to form a V opening, into which the end of the exhaust pipe is mitred. The exhaust pipe is -in. mild drawn tube, similar to that used for flash boilers. The next thing is to braze up the cylinder, starting with the uniflow jacket. This is secured in position with binding wire. Care should be taken to get this firmly fixed before starting operations. The top and bottom are then brazed on. These are a fit and will hold themselves. A good fillet of silver solder should be left on all these joints, The Cylinder Components. 218 especially the top and bottom flanges. The solder is hardened with the brass wire as previously Rough turn the outer edge of the flange. out the cylinder. Bore Unless severe distortion has explained. In order to prevent the holes filling up with solder or brazing flux, the holes should be plugged with fire clay or something similar. I notice that in describing the process of silver soldering I did not mention the obvious fact that the Boron Compound is not put on dry in the first place, but is mixed into a paste with a little water. I mention this as I have noticed that directions for use are not always given on the tins. The next thing is to roughly saw off the corners of the top plate, as this has to be turned down to a circular flange. Clean up the whole cylinder with an old file. Clamp the cylinder on to the face plate of the lathe by the square base flange. Parallel packing pieces should be put under the base plate to permit the tool passing right through the bore of the cylinder. Care should be taken to get the cylinder running Completed Cylinder. occurred under heat, only a very light cut should be necessary. Then face off the top flange. As this joint has to be steam tight, it must be dead true. Finally, clean up the outside with emery cloth. The nice joint made with the fillets of solder will now be apparent. (To be continued). truly in the lathe. MODEL YACHTING ASSOCIATION. eS Naw Quarterly Statutory Meeting was held on For once in a way the 2lst September. business before the Meeting was mainly routine work. Minutes of the Statutory Council Meeting on June 15th and the Special Council Meeting of August 17th were duly confirmed. Report of the A-class Regatta Committee of its meeting on July 3rd was also read. Draft balance sheets of the Chicago Fund and Fleetwood Regatta Fund were laid before the meeting and duly approved. Some discussion took place as to the disposal of a balance left over from the above fund. It should be explained that this balance arose solely from the fact that the British representative at Chicago, Mr. W. H. Davey, paid a large proportion of his own expenses. The actual disposal of this sum must rest with the Annual General Meeting next January, but two suggestions were put forward, the first from Mr. Davey himself is that this money be used as the nucleus of a further fund to finance another visit to the States. The second is that it be used to send a representaive to sail in a Regatta on the Continent, for which purpose the amount in hand is almost sufficient. Report of the Fleetwood Regatta was received from the 0.0.D., Mr. Wm. M. Carpenter. This Regatta was in all respects save one the most successful of this series of Annual Regattas. The was by no means as successful as in say 1929 when no less than five nations (including. ourselves) entered. The organisation of the Regatta left nothing to be desired and the Fleetwood Lake was strongly approved. A hearty vote of thanks to Mr, Carpenter and the Regatta Officials, also to the Officers of the local Club was passed. The Hon. Secretary was instructed to call a Meeting of the Council to settle the venue for next year’s race, also dates, and to settle various points about the British Empire Championship and the Deed of Gift of the M.Y. Cup. The old Clapham M.Y.C. has now been re-constituted under the leadership of Mr. A. J. Hugo, Chairman of the M.Y.A., and it was once more elected to membership of the Model Yachting Association. The Dennistoun M.Y.C. (Glasgow), was also admitted to membership. This club was founded by the grandfather of its President, Lt.-Col. Ian Dennistoun, who also donated the Alexandra Park, (in which the club sails), to the City of Glasgow. The Council issued a ruling that the depth measurement of the 36-inch Restricted and 30-inch Restricted Classes does not include any deck fittings. This measurement is to be taken with the boat as near as possible level with the line of flotation. only one regrettable feature was the fact that the A ruling was also issued with regard to all rigs other than sloops or cutters. There is no allowance whatsoever for inferiority of rig. With regard to staysail schooners and similar rigs, all staysails with number of foreign competitors was reduced to one, the exception of the fore triangle are to be measured and consequently on their actual areas. the World Championship Race 219 M.Y.A. NATIONAL 6-m. CHAMPIONSHIP. This important event took place on Yeadon Dam, It was originally Bradford, on October 7th. scheduled for Larkfield Dam, the present sailing waters of the Bradford M.Y.C. but owing to the The preliminary rounds were completed by 4.0 p-m. and showed the four best scorers to be :— A Division, Messrs. Daniels and Watney; B Division, Messrs. Harrisand Lance. The best scorer being Mr. Daniels with Col. Ian Dennistoun’s 10- racing out of the question as the boats took the ground. The local club accordingly applied to the local authorities and were fortunate enough to arrange for the use of their old water Yeadon Dam. There were nine entries but ‘‘ Grenadier” (Lt.Col. Ian Dennistoun, Dennistoun M.Y.C.) and “ Alwin” (Wm. Brower, Dennistoun M.Y.C.) failed final was quickly sailed and at 5-0 p.m. the result was declared. Winner, Mr. Lance (Hove and Brighton), 2nd, Mr. Harris (M.Y.S.A., Kensington), 3rd, Mr. Leckie (Surbiton), 4th, Col. Ian Dennistoun exceedingly dry summer water in the Dam was 80 low that sailing was almost impossible and serious to arrive, thus reducing the field to seven yachts. At 10.30 a.m. the fixed starting time, there was a thick fog and it was not possible to sail. At lunch rater. Tea was taken at this juncture and sailing was resumed immediately afterwards. The four boat ‘Bedford). In the final the winner only lost one run. Prizes were presented by Miss Barraclough. The 0.0.D. was Mr. A. Littlejohn with Mr. Watney Umpire, Mr. Brown, Scorer and another gentleman Starter. time the 0.0.D. again postponed the start until 2.30 p-m., when the fog lifted and a good N.E. wind sprang up giving a beat andarun. The 0.0.D. had the able assistance of Mr. D. Macpherson of the Scottish M.Y.A. and members of the Bradford CORRESPONDENCE. THE BRITISH CHAMPIONSHIP RACES. A-CLASS. M.Y.C. who assisted in various official capacities. During the last two rounds rain fell aud darkness caused one re-sail to leeward to be abandonned, but this did not affect the position of the top four boats. Scores :—Ist, ‘‘ Edith’? (W. Harrison, Bradford M.Y.C.) 26; 2nd, ‘* Plover” (V. Dawson, Bradford M.Y.C.) 22; 3rd, ‘Carona’? (H. Wright, West of Scotland M.Y.C.) 17 ; 4th, “* Edna ” (R. T. Rodrick, West of Scotland M.Y.C.) 16; ‘* Challenge ”’ (E. North, Bradford M.Y.C.) 11; ‘Golden Guinea ” (J. Pemberton, Birkenhead M.Y.C.) 9; “ Clutha” (J. A. Stewart, Scottish A-class M.Y.C.) 2. O.0.D. nrieenere Mr. W. M. Carpenter. it After the race the Bradford M.Y.C. entertained the visitors to a Hot-pot Supper at the ‘Stone Trough ° Inn, Rawdon, the prizes being presented by Miss North during the evening. The Chair was taken by Mr. MacPherson and a most enjoyable evening was passed. W.M.C. SURBITON M.Y.C. The race for the Surbiton Cup was held at the Rick Pond, Surbiton on September 23rd. There were twelve entrants from London and provincial Clubs. Weather conditions were favourable with a moderate wind almost up and down the lake giving a beat and a run. The race was sailed in two divisions with a final of four boats. The draw was seedcd so that fellow members of clubs were in different divisions. A start was made at 2.10 p.m. The pond was somewhat weedy which necessitated the flags at the Eastern end being somewhat shifted from their usual places. he A. L. Sir, The Regatta at Fleetwood brings forward an issue that must soon be faced. How can an everincreasing entry be best dealt with in so popular an event as the A-class provides ? Opinions are divided on the best course to follow. It is agreed by all that four days are now insufficient to run a full tournament of 36 boats, whilst taking the chance of storms and calms. A week would be sufficient, grow no further. But then not readily obtainable by all, expense of board and lodging provided the entries a week’s holiday is nor is the attendant a light matter. Further, the four days’ event is already an endurance test, and a week of it would become hard work and Jost endeavour even for the young and vigorous. The attempt to reduce the number of entries by limiting each club to three, and also raising the entrance fee to 10/-, has already failed of its purpose. The annual regatta has become an established function not to be missed in spite of its long hours. District Championships, as a sort of qualifying round, can hardly be brought about until there are more lakes of sailable size up and down the land. Further, this scheme would involve two journeys, and two holidays with expenses for each, to those who won through and some of these might be men with shallow pockets. 1 What can best be done ? Yours faithfully A. E. FOSTER, _ Birkenhead M.Y.C 220 CORRESPONDENCE. A NEW l5c.c. ENGINE. MODEL SHIP FITTINGS. A interesting little engine, the “Atom Minor” has just been placed on the market by Messrs. A. E. Jones Ltd., 97, New Oxford Street, London, Dear Sir, I must congratulate you on the September Double Number of MARINE MODELS, which came to hand yesterday. It is really the best publication I have seen devoted entirely to the interests of the ship model-maker. The plans of real ships are really invaluable, because such things are very hard for the lone worker to obtain. I am very pleased with the plans of the “ Buteshire,”’ and also glad to notice that Mr. Munro is just a wee bit chary of submitting hull lines that are not authentic; it is a good sign! I wish some other draughtsmen would be as candid in admitting that their drawings are not entirely copied from the complete official drawings. As one who has had some slight experience of delving into the records of the past, and the difficulties presented by copyists’ errors, etc., though in a different field from shipping history, I am rather alarmed at the number of drawings, as well as kits of parts, being produced, purporting to be of certain named ships, without any indication as to their authenticity or sources of information. Referring to Mr. Isard’s article on making fittings, I have been using the electrolysis method for making cowl vents for some time now with perfect results. But I only use the one chemical— copper sulphate, with two electrodes—the job to be plated, and a piece of copper to keep up the strength of the solution—connected to a flashlamp, W.C.1. This little engine is the design of Mr. Edgar Westbury, Hon. Secretary of the M.P.B.A. For a long time Mr. Westbury has been designing excellent engines for model powerboat work, but hitherto none of them have secured the success they deserve owing to the fact that none of these plants have been put into a hull that is good enough. The bore is 1” and the stroke 14” so that the engine actually rates at 14°5 c.c. and it is therefore eligible for the new 15 c.c. class which has just been inaugurated. This engine is a two stroke and revs at 2,500 to 4,000 r.p.m. At the latter speed it develops approximately }” b.h.p. It may be mentioned in passing that the fuel used is petroil in the proportion of 8 tol. This simplifies the construction as no separate oiling system is required. The cylinder is aluminium and has a special closegrained C.I. liner. The weight of the engine is 18 oz. The contact breaker is of a remarkably simple and robust construction which we believe is quite original. We were interested to observe that the throttle of this miniature engine functions admirably—another unusal feature ! One feature we noted was tho remarkable ease or bell battery, with an old filament rheostat in the with which this engine started. circuit to control the current according to the size of the job. To my mind, this is less “ messy ” The greatest accuracy is employed in making this engine and in consequence it is rather an expensive job, yet nevertheless the finish is there and it is worth the money. The price is £10 10s. than the method described, and in the case of a house where there are young children, the presence of only one chemical—which is not likely to be mistaken for lemonade—is a consideration which would appeal to many model-makers. Wishing you every success, Yours faithfully, A. R. B. Lyman, Hon. Secretary, Ship Model Society (Liverpool), 8, Wyndham Road, Wallasey. TO OUR READERS. Owing to pressure on our space we have been obliged to hold over the third part of Mr. A. P. Isard’s article on Model Ship and Steamer Fittings until our December number. is also perforce held over. Much other matter XL SAILCLOTH. We are informed by Mr. W. G. Perks (Trefriw. Carnarvonshire) that the XL Sails are going very well. The special feature is that the dressing in the cloth being waterproof renders sails nonstretching and non-shrinking. As ‘a result of his advertisement in MARINE MODELS, Mr. Perks has made customers all over the world. Mr. Perks has heard from Mr. Sam O. Berge, the well-known Scandinavian model yachtsman and designer, that the XL Sails supplied have been very satisfactory. Mr. Geo. Baron, 1933 States Champion, writes : ““T have never seen a prettier set on any sails on the wind. ‘ Vanja’ and kept going.” simply stepped right out 22) The Editor accepts no responsibility for opinions expressed by Correspondents. Letters intended for publication should not exceed 300 words in length and must be written on one side of paper only. See note which appears elsewhere in this issue. STEEL MASTS. Sir, Replying to Mr. A. C. Davison’s letter which appeared in your August number, might I suggest that this gentleman is merely theorising. In actual practice it has been proved that steel masts leave nothing to be desired. In the order of their importance, the points to be considered are, strength, rigidity, weight, wind resistance and durability. Steel scores overwhelmingly on all points because it is definitely impossible to get the weight under 9 ounces and wind resistance less than -6in. tapering to °28lin., without impairing strength and rigidity, while durability is easily ensured by running a little good varnish through the inside of mast. With * Duralumin ” the weight is about the same as steel, but there is less of strength, rigidity and temper—your mast must not bend out of shape. Temper gives you an even curve when the wind is very strong, which has the effect of flattening your sail. This is correct. Spreaders, etc., are not necessary. I might mention here that steel masts are definitely guaranteed hardened and_ perfectly tempered. The manufacturers have been approached with regard tv “ Birmabright ’’ masts, and their report is “‘… the weight would be increased by approximately 60 per cent. to give as strong a job as the steel masts.” I trust the foregoing will serve to show the undoubted advantages steel has over any other metal known to date. J.C. DURALUMIN MASTS. Sir, The footnote to my letter of our esteemed Editor, recommending ‘“ Burnabright” as an improvement on “ Duralumin” for masts, requires a little explanation, as to the uninitiated it rather suggests that this is some other metal, whereas it is a similar alloy of aluminium. To speak generally of ** Duralumin ” is much like speaking of “ steel,” which may vary in different forms from 20 to 120 tons per square inch in strength. As with steel, there are different varieties of ‘“ duralumin.” That which I have in the mast, which is as good as new after 12 months, is Vickers’ alloy B, with a breaking strength of 25 to 38 tons per square inch. This seems quite good enough for my purpose and has quite good resistance to corrosion, but Vickers Ltd. can supply an alloy (MG7) still better from this point of view, and very similar in charac- teristics to ‘ Burnabright,” at a slightly higher price. This has been used for the masts of real yachts, and is a shade lighter than the alloy B, having a specific gravity of 2-63 only. Yours faithfully, A. C. DAVISON. MAST TRACKS. Sir, Isee in the June number of MARINE MODELS a novel mast track for models illustrated. Three years ago I saw this type of mast track, with streamlined masts, used on the models in Oslo, and I believe they had got the mast from Sweden one or two years earlier. This year I noticed the major six-metres, competing in the International Regattas at Hauk6, used the same kind of mast tracks. Mr. Rogers, of Calcutta, also tells me that this gear is not new to him, as he used it last year on his ** Rajkumari.” Yours truly, SAM O. BERGE. Grimsterd, Norway. Dear Sir, Mr. McKerrell, who claims to have invented the method of attaching the luff of the mainsail to the mast, described in the current month’s issue of this magazine, will be interested to know that just on twelve months ago I used exactly the same idea when rigging ‘“ Rajkumari” (A-class). I streamlined the mast and hollowed it. The masts fitted to the recent 14-footers correspond precisely to the construction of ‘“ Rajkumari’s” mast— pear shape section and all the rest of it. In keeping to a round section, Mr. McKerrell attains but half the advantages offered by this method. As a matter of fact, the streamlining of the mast is almost of more importance than the method of attachment. Some time ago an article on sails appeared in this magazine, wherein the table was thumped in italics, and the amazing announcement made that the mast must go (shades of Nelson !). Sky hooks being out of the question, and my bipod 222 mast, constructed after reading this “‘ mast must go” thriller, being too horrible to even look at, I evolved, after a sleepless night, this pear-shaped mast idea and the method of attachment that occurred to Mr. McKerrell a year later. Five of these masts are now in use on the local water. I do hope that Mr. McKerrell wili pardon me butting in like this, but both of us can derive some satisfaction trom the allegation that great minds think alike. I have an A-class under construction now. is responsible for the design. Mr. R. Lance The intention is to fit this model with the sort of mast that we have been talking about, and the sails will be made by Mr. Perks, from his sail cloth—and that, if you ask me, is the best combination we have so far. And now the other fellers can arrange with a Calcutta anarchist to blow me up, but Mr. Sam O. Berge is as much to blame as I am, as he recommended the XL stuff after a thorough test. Faithfully yours, T. C. ROGERS. Avenue House, Calcutta. 10-RATER “ EVADNE-’” Dear Sir, May I congratulate you on your design of Ten Rater “‘Evadne.” all-round model, I think she will make a good particularly on sea water, she should also be very easy to plank as she has no flat turns. A design like this has been wanting for a long time for those ‘who build on the rib and plank system, Wishing you all the best of luck with her. Yours truly, F. E. MATHEWS, = Marine MOVELS) Volumes I–V were published under the title of “The Model Yachtsman.”’ Title Page and Index. Price 6d_ post free. Binding Cases. Vols. J, Il or III. Vols. I, II or III complete with Title Page and Index. Also Binding Cases only, Vols. [IV and V. Price 1/6 post free. Binding, Vols. I, Il, II, IV or V., (including Case, Title Page and Index), 6)-, post free. Bound Volumes. Vol. IV, few only, 15/-, Vol. V., one only, 17/6, post free. We can occasionally supply copies of earlier Volumes. Prices on application. Back Numbers, Vol. I, Nos. 1 and 2, 11. No. 3, one only, 7/6; Nos. 4 and 5, 1/7; No. 6, 1/1; Nos. 7 and 8, 2/1; No. 9, 1/1; No. 10, 2;7; Nos. 11 Vol. II, No. 1, 1/7; Nos. 2—5, 7d; No. 6, 2/1; No. 7, 1/1; No. 8, 1:7; No. 9, 1/7; Nos. 10 and 11, 7d.; No. 12, 1/1. Vol. III, No. 1, 1/7; No. 3, 1/7; No. 4, 2/1; No. 5, 7d.; No. 6, 1/7; and 12, 1/7. Nos. 7—10, 1/1; No 11,117; No. 12,1,1. Vol. IV, Nos. 1—4, 1/1; No. 5, 2/7; No. 6, 2/1; Nos. 7— 12, 1/7. Vol. V, Nos. 1—5, 7d. ; No. 6, 1/3; Nos. 7—12, 7d. Vol. VI, Nos. 1—5, 7d., No. 6, 1/2. All post free. Other numbers out of print. No returns can be taken more than seven weeks from date of issue. All contributions and Editorial communications should be addressed to The Editor, and must contain name and address of sender. When a nom de plume is adopted, the correct NOTICE WING to TO recent name READERS. increases in the size of MARINE MODELS we are reluctantly compelled to increase the price to Subscribers as from Ist December, 1933. 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All advertisements must be addressed to The Advertisement Editor, and should reach 14th of month previous to publication. him by All orders for the Magazine should be accompanied by remittance and should be addressed to The Cashier. Yearly subscription, rate 7/- per annum, post free in the U.K. and Empire. All Cheques and P.O.’’s should be crossed and made payable to “MARINE MODELS.” In order to save time, all letters should be clearly marked in the corner with the name of Department and addressed: MARINE MODELS, The subscriber is, therefore, actually getting more for his money than ever before. : must be enclosed for our satis- faction. GOLDEN HOUSE, GT. PULTENEY LONDON, W.1, Printed and Published for the Proprietor by H. G. STONE, Town Green, Wymondham, Norfolk. STREET, a OUR LIBRARY BOOKSHELF SALES AND WANTS. TRADE ADVERTISEMENTS INSERTED IN THIS ARE NOT Model Sailing Craft COLUMN. me ot eee by W. J. Daniels and H. B. Tucker. 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Apply 267, Sheen Lane, XE U.S. Frigate “Constitution.” (Contains a mine of information for Ship-of-War Ship Model Builder’s Assistant. Seen at Surbiton. A-CLASS, “Carina.”” Three suits Sail and Case. May be seen at Surbiton. £15. Also pair of G. (McCann). 12/- per volume.” Owner going summer. Mahogany Planked. Perfect condition. J. Green, 131, Dudley St,, Bedford. W. 6/- Modellers). Apply C. Drown, 8, Ulls- Bedford 1/6 Decorative Ships. (Barbary Pirate Felucca and Spanish Treasure Galleon). Finalist this year’s British Empire Championship.- Price £12. ie: Clipper Ship Modeller). FOR SALE. water Rd., London. S.E.27. 7/6 Vol. IT. Clipper Ships, “The Sovereign of the Seas.’ (Should be in the library of every Vol. II. abroad. … a Model Power Boats. (New Edition). By Edward W. Hobbs, a.1.N.a. … House, Gt; Pulteney St., London, W.1, A-CLASS MODEL, “Flash.’’ ers GOLDEN HOUSE, GT. PULTENEY STREET, REASONABLE. Trefriw, Caernarvonshire. y, \. LONDON, W.1. In replying to Advertisers, please mention MARINE MODELS. WwW. MODEL SPARS, HH YACHT FIT-OUT SAILS, FOR ALL BAUER & FITTINGS REPAIR & CLASSES. TO SERVICE. ACCESSORIES. ORDER ONLY. Decorative, Water-Line and old-time Ship Models built and restored. Workshops: 10, Celbridge Mews, Porchester Road. London, W.2. \. . NF E Accurate Tl ime-keeping Fis tintariance of bth of a Yachtsmen and second+ _ – GRAY & SON, LTD., Model Engineers and Tool Factors Ae rental THE GRAYSPEC ENGINE illustrated here of inestimabls value where accurate 15 cc., Two Stroke, 1 4 Bore, l-in. Stroke time- keeping is essential. The watch, which is fitted with a centre second hand, gives accurate readings to within a fifth of @ second. es For Model Aircraft and Marine Supplied Castings and Materials oP oak. : ‘ F: Cidatuavind. } SEND FORONE ENGINE 25 cc., 1} Boreand Stroke ; 30 cc., 1 # Bore and Stroke; O/H { THIS MAIL, Other with Fly-back . Guaranteed for Ns 4 Clerkenwell Road, London, E.C.1. SAILS OF > Aero = Stroke : – and Castings Castingfrom 12s. 6d. set : ee All Cataiogues and Descriptive Matter Free on Request ae <& Four ; Supplied Complete and direct from A. ARNOLD & CO., 122, St. John Street, y Speed Boat Work three years, Oo btainable Valve, For Models gee 25/- 21s. set THE GRAYSON Model. my and tee eee The ‘Standard’ Fe Casting Complete Finished Engines ager foree- years. in Work 18—20, Clerkenwell Road, London, E.C.1. Established 1822. QUALITY Our Reputation is one of which we may be justly proud, and is recognised as SECOND TO NONE, Steel Masts Fittings CHARLES SAIL Spars Accessorics DROWN To order only. ® SON, SPECIALISTS, ULLSWATER ROAD, LONDON, S.E.17 FS In replying to Advertisers, please mention MARINE MODELS.