Marine Models: Volume 7, Number 3 – June 1934

)) ” ” WNW WW a =—- — – INCORPORATING THE MODEL YACHTSMAN AND —_ MARINE Vol. 7, No. 3. MODEL MAGAZINE Published on the Seventh of each Month. JUNE, 1934 EDITORIAL. | aaa year since the inception of this magazine over six years ago, we have made a point of including extra pages during the summer months in order to provide space for racing reports, etc. During the last year, however, we have increased our magazine to such an extent that it is imposs- ible for us to do this again unless we increase the price of MARINE MODELS as not only should we have the additional cost of the extra pages but any addition to the size of the magazine would also mean additional postage on the large numbers of magazines we send out through the post. In addition to this almost every post brings us letters from readers asking for greater space to be devoted to one or other of the various branches of marine modelling. This again is not possible unless we can find a way to make a sovereign do the work of thirty shillings. Our magazine is now well established and has a world wide circulation, but it is by no means all that a marine model magazine should be. If we had more to spend, we should be able to make this a real marine model magazine. There are one or two magazines that cater to a small extent for marine modellers but we can justly claim to be without a rival in our particular field. What we have in mind is to increase the price of this magazine to 9d. or 1s., and make notable extensions and improvements. We should be glad to have readers’ opinions on this matter. We cannot promise to answer these letters personally, but everyone who writes to us can be assured that his opinions will receive careful consideration. Moreover every reader can rest assured that if we do make this increase of price, we shall increase the amount of space devoted to each branch of marine modelling. In addition to increase of space we should also be able to increase the number of illustrations and improve the quality of our matter. These things are entirely a question of finance, and readers can rest assured that if we do decide to increase the price, we can give even better value for money than ever before. * KK OK kK Readers will be interested to hear that ‘Miss South Africa IL’ has arrived in England. She has been built by her owner, Mr. R. Perrin Cole, of the Durban Model Yacht Club, from the designs of Mr. Reg. Lance. This well-known Gosport designer has been responsible for a number of very successful boats including two international winners, and the new boat looks as if she will give a good account of herself at Fleetwood this summer. Her fittings have been made specially by Mr. W. H. Bauer. Her sails are by Messrs. C. Drown and Son. She will be skippered by Mr. Chas. Drown. 54 MASTS AND SPARS (CIRCA 1790—1815). By H. Owen. (Continued from page 33). Ring-tail Boom.—Rigs in and out on the main driver boom on two boom irons, similar to studding-sail boom; carries a sort of studding- or sail extension to main sails, which are extended by gaff and boom projecting over the stern; the two lower corners of this extension or skirt are fastened to either end of this boom. The length of this boom in vessels of 200 tons was twelve feet with a diameter of two and a half inches. Water Sail Yard and Boom extending a sail either under the lower studding-sail or when running in fine weather under the driver boom. Dimensions same as ring-tail boom. Mizen Topsail topsail yard. Fire Booms.—Stout poles to thrust over ships to avert the near approach of fire ships, In large ships they were as long as thirty-eight feet with a diameter of 11} inches; and in sloops of 300 tons they were 20 feet long, 6 inches in diameter. “The Booms” also implied a space where spare booms and topmasts, etc., were stored, their ends being supported by the gallows, thus affording storage between them for the barge. Dimensions of Booms in the Royal Navy (lengths). Lower Studding-sail Boom to be four-ninths of the main yard. Top Studding-cail Boom.—One-half length of their respective yards. Flying Jib-boom.—Five-sevenths of Bowsprit. Driver Boom.—Same length as main topsail yard. Diameters. All Studding-sail Booms.—One inch to five feet in length. Flying Jib-boom.—Seven-eighths inch to yard in length. Cross Jack Yard.—Same as for topsail yard. Spritsail Topsail Yard.—Same as fore-to pgallant yard. Spritsail Yard.—Same as fore-topsail yard. Yards.—Four-sevenths of booms. Driver Yard.—Same Lengths. main yard. of main Yard and Fore-Yard.—Seven-tenths of Topgallant Yards.—Six-tenths of an inch to every yard in length. Royal Yards.—One-half diameter of their topsail yards, Spritsail yard. Yard.—Same diameter as fore-topsail Spritsail Topsail Yard.—Same diameter as fore- topgallant yard. Studding-sail Yard.—One to every five feet in length. inch in diameter Cross Jack Yard.—Same diameter as fore-tops ail Driver (Fig. G.). Main Yard.—Eight-ninths of the mainmast. Fore Yard.—Seven-eighths of main yard. Mizen Yard.—Six-sevenths of main yard. Main Topsail (fig. H)—yYard five-sevenths of yard. Mizen Yard.—Two-thirds diameter of main yard, Topsail Yards.—Five-eighths of an inch to every yard in length. yard. in shape and the yard arms finished like the frustum of a cone. Proportions for the dimensions of all yards, gafis and staffs in the Royal Navy were as follows:— Yard.—Seven-eighths Main every slings or middle quarter of all yards were octagonal fore-topgallant an inch to every yard in length. yard. Yards. The yards were all cylindrical in shape, tapering from the middle quarters to either end. The as their Diameters (at slings). every Driver Boom.—Same diameter as fore-topsail yard. main Topgallant Yards.—74 guns and upwards, two-thirds (fig. 1) of their topsail yards; under 74 guns three-fifths of their respective topsail yards. Royal Yards (fig. J).—One-half of their topsail yards. stages, etc. topsail yard. of Studding-sail sides Fore-topsail Yard—Two-thirds Yard.—Same diameter as fore-topsail Gaffs. Lengths are five-eighths of their respective booms and in diameter they are the same as their respective booms. Staffs. Lengths :— Ensign Staff—oOne-third topsail. Jack Staff—One above topsail. half . of length mainmast of Ensign above Staff Diameters. Ensign Staff—Half an inch to every yard in length. Jack Staff—Three-quarters of an.inch to every yard in length. In order to make these tables as complete as possible for the use of marine modellers, I have included spars for small vessels such as sloops, smacks and hoys. Spars for Sloops, Smacks & Hoys. Lengths :— Mast and Topmast in one.—Three and _ three- quarters of whole length. Mast to Rigging Stop (or Hounds).—Three-quarters of whole length. Mast and Topmast to Stop of Topmast.—Forty- one parts of whole length. Topgallant Mast to Rigging Stop.—Four-sevenths of length of mast. Boom.—Two-thirds of mast. Gaff—tThree-fifths of boom. Diameters :— Mast.—One-fourth of an inch to every foot in length. Topgallant Mast.—Three-eighths of an inch to every foot in length. Boom.—Three-sixteenths of an inch to every foot in length. Gaff—One-fourth of an inch to every foot in length. To make this resumé a little more complete a word or two on Tops (fig. K), Caps (fig. L) and cross-trees may be of some interest. The top or platform surrounding the lower masthead was intended primarily to extend the topmast shrouds. It is kept in position by the trestle-trees fixed fore and aft across the mast, resting on the hounds or cheeks of the lower mast and on cross-trees which cross the mast athwartships, and are let into the trestle-trees ; the top is constructed on deck in two halves, which are bolted together by means of span pieces, one-half being the starboard side and the other the port side. The floor of the top is either boarded solid or open grating. Dimensions of the tops in the Royal Navy were as follows :— Breadth athwartships.—One-third the length of its corresponding topmast. Length fore and aft——Three-quarters of breadth. Size of square hole-—Athwarships two-fifths the breadth of top and fore, and aft thirteenfourteenths of its breadth; and its aft side is one-fifth the length of the top from the aft side of the platform, and placed in the middle athwartships. The trestle-trees and cross-trees extend nearly to the edge of the tops. Topmost Cross-trees (fig. M).—These are fitted differently to the lower, being one-third longer than the topmast trestle-trees, and seven-eights their depth, and one-quarter broader. The cross-trees are trimmed straight on their upper side, but moulded straight only one-third the length in the middle and rounded aft towards each end, with a curve one-third the diameter of topmast and one-half their breadth. They hold a parallel depth in the middle, three-sevenths of the length tapering from there to half its depth at the ends, which are rounded, and a hole bored four inches from the end, through which pass the topgallant shrouds. The topmast cross-trees are let into the trestletrees, with scores, as the lower ones, to half the depth of the cross-trees and face on half an inch. The middle of the trestle trees is kept well with the topmast head at the fore side and the middle cross-tree let in between that and the heel of the The fore side of the after crosstopgallant mast. tree to the exact size of the topmast head, and the aft side of the foremast cross-tree, about one inch less in clearance, and both fastened with 3 or ¢ in. bolts driven to the trestle-trees through the middle from the top side with saucers tops, and secured underneath with a forelock turned on a ring. They are then passed over topmast head and secured to the hounds. Caps. The Caps were constructed of Elm with two holes perpendicularly through thickness, one square for the mast head and the other round to secure respective topmast. The lower caps are fitted with eye bolts on each side to tackle and block for elevating topmast to position. The breadth of all caps is equal to twice the diameter of the topmast and the length to twice the breadth. The thickness of the main and fore caps is half the diameter of the breadths, the mizen cap three-sevenths, and the topmast caps two-fifths of their respective breadths. fpf tit Pere iint a rf te, a s hi OT CLEC ———— From an original drawing by C. T. CLece, (Ship Model Scciety, Liverpool). ee THESE MODERN 10-RATERS. By F. Coss. *‘Lacing the Ballerina’s Stays .”’ (With apologies to Mr. O. Steinb erger, Mrs. Grundy and All Concerned). OUR DESIGNING COMPETITION. (ee to pressure of work in connection with “Endeavour ,” the ‘America’s’ Cup Challenger, Mr. Chas. E. Nicholson, who is judging this competition, has not had time to make his selection from the designs submitted. Although these were few in number, the standard was high and the draughtsma nship excellent. We hope to be able to announce the result in our next number, o7 BUILDING A PLANKED MODEL YACHT. By “549.” (Continued from page 50). We have received several queries about this article from readers. Old readers are advised to consult the plan of “Evadne” published in September, 1933, number of MARINE MODELS. New readers should get copies of September number, which are still available, or better still, blue prints of this design. If the articles are carefully followed with the plans, no difficulty should be experienced even by the novice.—Editor, MARINE MODELS. ion backbone of the yacht is now ready to be assembled. Two holes must now be bored in the forward.and after members to accommodate the screws that secure the joints to the centre member. In boring these holes, see that they do not come in the way of any ribs, also that the screws will not project when the centre member is cleaned up to shape. Brass countersunk screws, lf in. by 8, will be large enough for this purpose. Tt is a good plan to put a small dowel, sin. diameter, in these joints, holding the forward and after members in position on the centre member. This is done before screwing up and enables the builder to true up very exactly. Get all centrelines to meet, and test with a thin “line” stretched from the stemhead to the stern. When all is absolutely in line, screw up temporarily, again check with the line, also with the profile plan, and then unscrew. Then more, glue not up, screw only profile plan. with If a the and, finally, check line, but also with once the little extra trouble is taken at this point, it is well worth while, as a mistake cannot be rectified subsequently. Check carefully that the material does not twist after cutting. If the joint is not dead square, or the material twists, the whole model will “ wind,” which will render it useless. If the backbone is not dead true on completion, the builder will do well to throw it away at once and start afresh, When the backbone has been assembled, the forward and aft can be carried a stage farther. Temporarily erect the shadows on the backbone. Take a spline and tack it across the shadows so that it catches the backbon e in the rebates mortices at the section lines. This will serve as a guide for the rebates, which can be cut out with a sharp pen-knife. Treat the forward member in this fashion, and also the after member as far as the rudderpost. From the rudderpost to the centre member is left to finish when planking is in progress. It is easier to lay the actual plank on and mark, using the bevel of the plank itself as a straightedge, cutting out with a chisel. Do both sides in the same manner, making certain that they are alike. Chisel out mortices forward and aft to house the ends of the inwale strips. Next, try the fin in position. This is already shaped and can be bolted up with the keel bolts. The centre member of the keel can now be shaped. This is done by laying flat on the work-bench and clamping down with small “ G” cramps. Your model is now in an interesting stage, and you kegin to see those visions (which haunt all designers and builders) of your craft breaking all records, even those of the celebrated “‘ Phcenix ” ! The next step is to prepare the building batten. Obtain a piece of yellow deal, 6 ft. 3 in. by 3 in. by ljin. This must be perfectly straight and not “wind.” See that it is square all round, and then gauge a centreline carrying right round the batten— top, ends and bottom. The face is, of course, the 3 in. way of the wood. Lay the batten on the drawing and mark in section lines and number. These lines mark the centres of the ribs, so if a line is drawn } in. either forward or aft of each section line, it will show the “housing ’’ of the shadows. It does not matter whether the housing is forward or aft of the section line, but whichever is decided on, it must be kept uniform throughout the full length of the boat. On no account must one be forward and the next one aft. Next, gauge a line fin. deep and, after checking the batten again on the full-size drawing, cut with saw for the housing grooves. When checking the batten on the drawing it should be “set out” parallel to the L.W.L. The grooves can now be chiselled out. Do this very carefully, as the cut is across the grain and the wood may come out too easily. Next screw a small block on the after end of the batten. This block serves as a packing piece for the stern, and its thickness is shown on both profile and body plans. Betore setting up check the shadows on the body plan and make sure that they have been reduced the jin. (}in. plank and tin. rib), as already described. Also check the backbone, finally. Then remove the fin from the backbone and send the keel pattern to the foundry to be cast. Put the building batten in two small vices, with the housing uppermost, and try the shadows in their respective positions. Then lay on the backbone, and if the work is true it will take very little adjustment to get it to settle down. Possibly a little easing in the bed of the backbone may be needed, but that is all that should be required. All being well, remove the backbone and tack the shadows to the building board, using lf in. panel pins and leaving about } in. sticking out. When tacking in see that the centreline on the shadows coincides with that on the building batten. Then put on the backbone and “‘ tye ” each end with strong twine. Next put on the inwale strips. These run from stem to stern, and should be mahoga ny or yellow When ready for use they are remov ed one at a time with a long pair of small nosed pliers, the lid being replaced as each is removed to conserve the The ribs should be tacked to the shadows as they are bent round, and the ends screwed to the backbone and inwale with : in. by O Brass screws. The tacking should be done first, as the builder will find the ribs pretty hot to handle. Start with the four midship sections. Then turn the boat round and put on the corresponding ribs on the other side. Next, go to Section No. 1. These ribs should be heat. pine carried right past the end of the shadow and tacked on to the building batten. Then go to the after- position on the shadows. For tacking these use fine pins with the heads cut off. This will allow the pins to be pulled out from the inside when they reason for carrying these two pairs of ribs right up on to the building batten is to hold the ends of the (not sugar pine). The ends are screwed to the stem and stern and the inwales “tacke d” in have served their purpose. The inwales can be fitted during the time that the ribs are boiling. The ribs should be of elm, ash or, best of all, sycamore. The last-named is strong, hard and lighter than ash, and also has the merit of not splitting when rivets are clenched over. The ribs are cut 3in. wide and xin. thick, the length being 3 in. longer than is actually required . They are boiled for not less than two hours to render them pliable. During this time the lid should be kept on the boiler, as the steam will assist to soften them. most section and do the same as on boat in position. No. 1. The When this has been done the string can be removed. In tacking the ribs to the shadows, use veneer pins with the heads cut off, as these can be pulled through from the inside after- wards, The other ribs comfortably. can now be bent and fixed In bending, be sure to bend steadil y, especially on sharp reverse curves. When all the ribs have been bent and secure d in position the yacht is “in frame,” and you are ready to tackle the planking up. (T’o be continued) HOW TO MAKE MODEL SHIP AND STEAMER FITTINGS. (Continued from page 51). By A. P. Isarp, A.M.I.Mech.E. Rae regulations which were quoted in my last article govern the ordinary lights carried by ships when under way. When at anchor, navigati on lights are not shown, but a riding light is carried. Small launches and power driven vessels do not carry the regular navigation lights, but a tri-coloured lantern instead. There are a number of other regulations which govern lights for tugs, We will now turn to the actual making of these lights. Fig. No. 31 are usually the lamps illustrates sidelight screens, permanently are slipped respective positions. vessels being towed, cable On large vessels stern lights are carried at about the level of the deck, or the same height as the side lights. These throw an arc of white light aft of the ship extending for six points on each side of the centre line (ie. twelve points in all.) With regard to side lights, as everybody knows the port light is red. This, of course. is easy to remember by the and this wine. The again is starboard easy to light is remember, because the liqueur Creme de Menthe is frequen tly known as Starboard Light. They into are on the sockets ship in these and their very easily made from thin slips of wood pinned and glued together ships, pilot vessels, etc., but we need not concern ourselves with those here. green, fixed FIG. 31. 59 Another lamp similar to as shown. When finished they must be painted all oyer before fixing to the ship either red or bent from brass wire. green to suit. If this method of manufacture seems complicated another way would be to take a piece of brass tube and after first shaping a piece of hard wood to the shape of the body of the lamp, force this down into the tube and beat the tube to the required shape. The opening for the glass is then filed out and finally the wood is removed by Fig. 32 represents a masthead light. Obtain a globular plain clear bead with a hole through its centre. Take a piece of thin brass tube whose inside bore is only just smaller than the bead, and cut off two slices or rings, one of which must be about twice the width of the other. The wide one is for the bottom of the lamp and the thin this will do for your stern lamp. burning it out. one for the top. = Fic 34a. F1G,33. FIG.32. From thin piece of sheet brass or copper cut out the shape shown in Fig. 32a and at the dotted line bend the back up at right angles to the bottom and then the short sides at right angles to the back. Now solder the bottom ring into position, drop bead on it, and solder top ring in place, It should be noted that the sides should just touch the bead comfortably. If desired, you may drill a small hole in base of lamp and insert a small pin, having the same diameter as the hole in the bead, to form a locating pin or dowel. Press or hammer out a little dome or cup to form the top of your lamp making it somewhat larger than required and solder this to the top ring. The edges may now be cleaned off flush. It will be found quite easy toform the chimney and top from one piece of thin brass or copper in this way. You may, however, prefer to make the top from a flat piece and solder into position a little piece of tubing to represent the chimney, then soldering another little piece on the top of that to form the cap or smoke cowl. Finally solder two little rings at top and bottom and on each of the sides as shown, these rings are for the guide halyards up which the lamp is hauled. The tiny lamp is now finished except for the small handle at the top, which may be Fig. No. 33. Riding light. FIG.34. Turn up in the lathe a small cup to form the base to fit the size of the bead you propose using. Next turn up the head or top of the lamp from suitable scrap. Solder four pieces of brass wire, equally spaced, to the sides of the bottom cup vertically, drop the bead in and push down. Now put on the top, solder the three brass legs to it and cut them off neatly. Solder two small guide rings on each side at the top and bottom, then bend a small piece of brass wire for the handle and fix into its position. Your riding light is now ready for polishing and finishing. Fig. No. 34. The sidelights. Obtain coloured beads (one red and one green) the same size as those used for the other lamps. It will be noticed that the backs of these lamps are not flat but at right angles. Cut out a piece of brass to the shape shown in Fig. 34a and bend carefully at the dotted line to form the body. Now drop your bead into position and solder on lamp top. N.B. If the sides of the body are left a trifle longer than necessary, it will facilitate soldering, and they can subsequently be cleaned off with the tile. The sketch shows portside lamp, so do not forget that the starboard lamp bending must be reversed. (To be continued). 60 OBITUARY NOTICE. The late Alderman E. W. Lapthorn, J.P. c is with the announce deepest regret that we have to the deathTMof Alderman E. W. Lap- thorn, J.P., on May 17th, at the age of 73. A few years operation from ago he underwent which he never a very serious really recovered, and he had been an invalid ever since. He hada serious relapse a few days before his death and never rallied. Mr. Lapthorn’s grandfather was the founder of the Gosport branch of the world famous firm of sailmakers, Messrs. Ratsey and Lapthorn, over one hundred years ago. Alderman Lapthorn himself was a director of the firm for many years until his retirement from business some twenty-four years ago. He was also a Director of the Portsea Steam Launch Company. Gosport and Alderman Lapthorn was educated at Mill Hill School, and for many years has played a notable part in public affairs in Gosport. He was also keenly interested in the work of the local Hospitals. Readers of this magazine know that Alderman Lapthorn was greatly interested in Model Yachting, and it was largely due to his efforts that the magnificent lake at Gosport was built. For a number of years the Model Yachting Association held its annual regatta comprising the British Empire and World A-class Championships on this lake. The excellent arrangements and invaluable facilities granted for these events were in no small measure due to the influence exercised by Alderman Lapthorn. He was also responsible for the foundation of the Gosport Model Commodore. years until Yacht Club and was its first He held this office for a number of his health forced him to resign when he became one of the Club’s Vice-Presidents. He also took a prominent part in the re-organ isa- tion of the Model Yachting Association in 1933, and was for some years a member of the Council, afterwards holding office for a considerable time as one of its Trustees. His wise and diplomatic advice was most valuable in the deliberations of the govern- ing body of model yachting, and when his. health caused his retirement, he was greatly missed. He was a charming and witty speaker, and much sought after as a Proposer of Toasts at Associati on dinners, etc. He also took an active part in the sport as an Official at Regattas. The happy picture which we reproduce above was taken by Mr. C. N. Forge at one of the Regattas whilst Alderman Lapthorn was acting as J udge and Scorer. As an Official, Alderman Lapthorn was notable for his great impartiality and hearty detestation of any form of underhandedness. He was a strict disciplinarian, whose kindly smile made his rulings popular even with those he was obliged to disqualif y. Model yachtsmen from all met him parts of the world during the Association’s Regattas. He was universally popular and all will miss him and regret his passing. We beg to tender our deepest sympathy to Lapthorn and family in their irreparable bereavement. Mrs. At tea, later, Mr. Jewers thanked the home club LONDON JOTTINGS. FOREST GATE M.Y.C. The race for the Cup presented. by Sir Daniel Keymer was held on April 21, at Forest Gate. Four yachts from Highgate and four from the home The highest possible score was club competed. 35 points, and the Cup was won by “ Albatross ” (C. R. Seabrook, F.G.M.Y.C.) with a score of 29. Other competitors scored :—** Aeolus” (L. M. Jones, Highgate), 23; ‘ Accra” (I. Snow, Highgate), 22; “Fly” (H. G. Howard, F.G.), 18; “Vim IL” (N. Boardman, F.G.), 16; “ Lily B” (W. Bliss, F.G.), 15: “ Pegasus” (F. Webster, Highgate), 9; ‘“ Waveney” (A. J. Wilkes, Highgate), 8. Mr. C. E. Hodges was 0.0.D., assisted by Messrs. Apling, Garver, Levy and Yorston as Umpires, and Messrs. Gow and Piper as Starters and Scorers. The Club has been presented with a handsome silver loving cup by Mr. W. Bliss for open com- petition by yachts of the 10-rater class. The first race was held on May 12, and competitors included models from the M.Y.S.A. (Kensington) and Highgate M.Y.C., as well as the home club. There were At the 13 starters and the possible was 32 points. end of the last board it was found that three competitors had 18 points each, and on the sail-off the Yorston, (J. were :—*‘ Kismet ” placings “ Aeolus” F.G.M.Y.C.), (A. points; “Tiny” (R. H. Elwood), 14; (E. 16; “Vim II.” F.G.M.Y.C.; “‘La 16; 12; Boheme” Carter), 10—all of the Boardman), (N. ‘‘ Iona” (E. W. Stone, M.Y.S.A.), 8, and * Accra” (F. Snow, Highgate). The O.0.D. was Mr. W. Bliss; Scorers, Messrs. G. A. Piper and H. W. Apling. H. W. A. IN THE MIDLANDS. BEDFORD M.Y.C. AND WICKSTEED M.Y.C. Seven members of the Wicksteed Club visited the Bedford M.Y.C. on May 6. During the forenoon a friendly bout with 10-raters loaned by the home club was indulged in. After lunch the Kettering men gave a fine display with four-metre hydroplanes, which were run round the pole. Bedford for a W. Read and J. Hartop. The competitors were entertained to tea after R. L. W. the racing by Mr. and Mrs. Hartop. F. Young. “Nippy” (C. (A. 15 Cambridge visited match with the 36-inch class on’ the Longholme There was a stiff breeze, and each club was Lake. represented by a team of five boats. In the end the Cambridge team, consisting of “ Foam ” (C. W. Burling), “ Auto’? (G. W. Buck,) “ Betty” (F. W. Buck), ‘Spare Time” (C. F. Neale) and “ Mona” (C. Burling), beat Bedford, represented by “ Storm Cloud” (P. Turner), ‘‘ Sir Isaac” (W. Newton), * Pat” (R. W. Whitworth), ‘* Old Bill” (W. Turner) and ‘‘ Mickey Mouse” (K. Guthrie), by 67 points to 56. O.0.D., R. L. Whitworth; Commodore, E. Noel Binns; Starter, G. W. Royle; Umpires, E. “ Flier” ‘ Bubbles” (A. J. Ford), 8; “Fly” (H. G. Howard), Hodges), Smith), BEDFORD M.Y.C. v. CAMBRIDGE M.Y.C. On April 4; * Ballerina ’ (O. Steinberger, M.Y.S.A.). Other scores were :—‘* Superb” (J. E. Cooper), 6 with power boats. In replying for the home club Mr. E. Noel Binns expressed the opinion that the demonstration would have the effect of making some of the Bedford men wish to try their luck with R. L. W. power boats also. WICKSTEED M.Y. & P.B.C. (KETTERING). The race for the Timson Trophy for the 10-rater Class was held on April 22. Eight boats competed. Weather conditions were excellent, there being a nice breeze and brilliant sunshine. Thanks are due to the Bedford Club, who arranged matters for the home club. Mr. R. L. Whitworth acted as 0.0.D., and his yacht was sailed by Messrs. W. Reid and H.M.Y.C.), Jones, for their hospitality and expressed the hope that as the Bedford Club had lifted their Cup for the sailing section, they would also try their skill next year The 0.0.D. was assisted by Messrs. E. Law and F. Wilson as Umpires, while Messrs. J. Hartop and F. O. Robinson acted as Starters and Scorers. Results :—lst, L. L. Whitworth (Bedford), 29 points ; 2nd, A. H. Harlow (Bourneville) and B, C. Jewers (Bedford), 20; E. Noel Binns (Bedford), 19; J. H. Cunningham (Birmingham), 16; L. S. Marston (Birmingham) and F. W. Tinkler (Wicksteed), 15; G. W.’Royle (Bedford), 6. After racing was concluded the trophy was presented to the winner by Mr. Ralph Wicksteed. ; F. 0. R. CAMBRIDGE M.Y.C. The winter season being concluded, prizes were presented to successful competitors by Alderman 62 Briggs, who made a very neat and encouraging Amongst those present was Mr. Banham, who has generously given the Club a handsome Challenge Cup for the 30-inch Restricted Class. speech. Junior results were given in this Magazine in April. The Senior were as follows :— Class I. (36-inch Restricted).—Of twelye entries, ten qualified races. by sailing the requisite number of Whitworth Challenge Cup and Class Cup, “ Betty” (F. T. Buck), 109 “Foam” (C. W. Burling), points; 2nd _ prize, prize, ‘‘ Roamer” (43”), 32. up, “Marella,” are built from the lines of the famous “ Phoenix,” which appeared in MARINE MODELS (then THE MODEL YACHTSMAN) in’ September, 1932. “Jona,” the third yacht, was designed and built by Messrs. J. Alexande r & Sons, and has a mast eight feet long. Final scores were :—Ist, ‘‘ Bimbo ” (L. Corroin ), 47 108. Class II. (Local 48-inch).—Of six’ entries, four qualified. Class Cup, “ Winsome ”’ (45”), 44 points ; 2nd out. Last year’s winner, “ Lord of the Isles,” also competed, but in the hands of her new owner failed to secure a place. Both the winner and the runner- R. 8. M. points; 2nd, “Marella” (A. Walling), 44; 3rd, “Iona” (J. Alexander), 43; “ Sylvia May *” (J. Wright), 40; “Grenadier” (J. Kelly), 40; “ Alma” (R. Ball), 39; ‘ Artemis” (J. Darnell), “ Lord of the Isles” (E. G. Wade), 30: * Bess- 32; maygreet ” (J. (H. NORTH OF ENGLAND. BRADFORD H. Catterall), 30; Perry), 28; “Velindra”’ (J. (D. J. Bowen), 20; ‘“ Devonia ” Thompson), ‘ Flying Spray ” (J. Anyon), 26; * Wendy ” ‘“ Kancathra ” (A. Stewart), 17. 22; MODEL YACHTING ASSOCTATIONS MANCHESTER 10-RATER M.Y.C. The Easter race for the 36-inch Restricted Class, held at Larkfield Tarn on April 3, attracted four entries. Result :—Ist, “Flirt” (F. Naylor), 23 points; 2nd, ** Yellowhammer ” (W. Roberts), 22 ; “Jean” (J. W. Whitaker), 15; “ Falcon” (W. H. Porter), 0. The Club Prize was presented to the winner by Mrs. Wilfred Roberts. The “ Sidney Carter ’’ Cup (Handicap) was sailed for on May 12 in a strong breeze giving almost a dead beat and a run. Four A-class, five 10-raters and three 36-inch entered. Three heats for each class were sailed on the tournament system, and the winners then sailed two boards each way on handicap. The difficult task of handicapping was solved by allowing the 10-rater 10 secs. and the 36-inch 30 secs. from their actual times. Result :-— Ist, “Y-not” A-class (W. Dewhirst), 14 min. 10 secs.; 2nd, “Renee” 10-rater (E. Turner), 17 min. 52 secs.; 3rd, ‘‘ Yellowhammer ”’ 36-inch REGATTA, Owing to the number of entries the O.0.D. decided to sail the race in two divisions with a final between the first two boats in each division. Weather conditions at the start were doubtful but there was a stiff breeze giving a beat and a run. The wind veered slightly after lunch and strengthened a little. The two leaders in the first division were “Lady Ann ITI” and “Pelorus.” In the second division “Firefly” and“Lord of the Isles” headed their rivals. In the final the result was: Ist. “Firefly” (C. Dyson, S. Manchester) 13, 2nd. “Pelorus” (F. Fouldes, S. Manchester) 10, 3rd. ‘Lord of the Isles” (E. J. Wade, Fleetwood) 7, 4th. “Lady Anne IIT’ (W. Base, S. Manchester) 0. The 0.0.D. was Mr. E. J. Stevens. presented at the close of racing Prizes were by Miss Gale, daughter of the Hon. Secretary of the S. Manchester M.Y.C. E.J.S. (W. Roberts), 25 min. 0 secs. The fastest actual time was made by “ Renee” in a run occupying 2 min. 30 secs. The Cup was presented to the winner by the Hon. Treasurer, Mr. B. E. Garbutt. Racing was under the control of the Racing Secretary, Mr. W. Harrison, assisted SOUTH COAST. by Mr. Chadwick as Starter. J. P.O. FLEETWOOD M.Y. & P.B.C. The Mather-Richardson Cup for local 10-raters was sailed on the afternoons of April 7, 14 and 21. Two of the sixteen entries were scratched, which reduced the number to fourteen. Competition amongst these was remarkably keen, and at the finish only 8 points separated the first six boats. The winner, “ Bimbo,” is a new boat, built last winter by her owner, and she led the fleet through- GOSPORT M.Y.C. The Club held a race for the A-class on April 21. There were nine starters. Mr. Clark acted as 0.0.D. and was assisted by Cdr. W. F. Behenna and Mr. H. Pyne as Scorer and Umpire respectively. Result :—“‘ Jasmine ” (W. G. Baker), 31 points; “ Jolanda ” (W. Shell), 29 ; “‘ Spendrift ” (G. Arney) 28; “Caprice” (Reg. Lance), 22; ‘* Azalea” (FE. Churcher), 19; “* Ryecliffe ’’ (C. Cains), 17 ; “ Bluebell” (P. Jackson). 15; “ Alliance” (W. Hartley), 12; “ Aloha” (F. Gome), 6. Advertisements 1 f THE The unique and world renowned Magazine in an illustrated | |} WATER BLUE —— MAGAZINE. € —— —— a eZ oti a BZ (A TM Wl, 2. S& : ee See . =a > ; Z The yi Bier – Publication which preserves the = : the rapidly declining windjammer . century. I = tt. ZT oe -— a Clipper Ship ‘‘Crusader,’’ 1865—1910. = Annual Subscription TM 4s. 6d., ie Specimen Copy 5d., Post Free. Apply: THE PACIFIC STEAM NAVIGATION CO., LIVERPOOL, 3. f > WHY ANDY IN C HANDY EAST FLEETWOOD MYC 64 miles LIVERPOOL MYC Of miles WIRRAL MYC 34 miles BIRKENHEAD MYC 445 miles A.J. BARK, NORTHWICH CHESHIRE LLANDUDNO MYC. . 64 miles — @ BOURNVILLE MYC 6/miles HULL MYC. lOO miles BRADFORD _ MYC. 57 miles PLATTFIELDS — MYC. 20 miles S. MANCHESTER MYC. 20 miles WILMSLOW MYC. [5 miles / DERBY MYC. 7 miles * ¢ STOKE MYC. ~ : 25 miles BIRMINGHAM MYC 64 miles — cum i Advertisements ii MODEL YACHTING FLEETWOOD a ASSOCIATION REGATTA SELECTION TRIALS and BRITISH A-CLASS CHAMPIONSHIP JULY 30th, 31st, AUGUST Ist, 2nd, 3rd and 4th. Open to three Boats per Club. i INTERNATIONAL CHAMPIONSHIP A-CLASS. “YACHTING MONTHLY CUP” Entrants: U.S.A. and Great Britain. AUGUST 6th, 7th and 8th. Entries for the Selection Trials and British A-Class Championship must reach the Hon. Secretary of the M.Y.A. not later than June 30th, and be accompanied by an Entrance Fee of 10/- per Boat. FLEETWOOD REGATTA FUND. In order to meet the expenses of the Regatta and entertainment of our American visitors a fund has been opened. You are earnestly asked to contribute to this. All contributions should be sent to W. M. CARPENTER, Secretary-Treasurer of the Yachting Monthly (British) International Racing Committee, (131, Shrewsbury Road, Birkenhead), as soon as possible. A. LITTLEJOHN, (Hon. Secretary M.Y.A.), 124, Fitz-Neal Street, London, W.12 4 ARNOLD’S Unique Wrist Watch ae Bond’s ‘Simplex’ PetrolEngine 1iin. bore * ghd Three Years Guarantee NO HANDS. This smart NO GLASS. Watch is Water or Air Cooled. now 3 4 years. Price / This Engine is fitted with castiron head, in supports one The shrunk on. The crankcase and piston are cast in Eleetron metal for ultra light- Post ness. The follows Other models at-50/- (worth at least double), ccmplete with strong leather strap, or with Armour-plated bracelet, as illustrated, 5/- extra. practice, type straight flat design the latest having car valve push head inclined gear, rods, tappets, ports, compression Obtainable only from high piston. Set of Castings =) A. ARNOLD & Co., complete with drawing, 122, St. John Street, Clerkenwell Road, London, E.C.1. 17 /- Postage 1/3. Set of castings stampings, rings, with finished gears, springs and all materials, with drawing. LS SO/- Pi” Arnold’s Smash-proof Watch with new magneto type FI NISH E D ENGINE contact breake Waranted Three Years. We offer you a 32/6 Gent’s Watch at the astounding reduced price of 15/- (post 6d.), to advertise our indestructible Watches with handsome Chromium Plated Case, scientifically shaped to fit snugly to wrist. BEixtra superfine shock-proof lever movement, fully luminous or plain dial. Complete with Chromium Mesh _ Slip-on re Bracelet or strong Leather Strap. cast piece. cylinder is iron with aluminium jacket {only 35/= Free i ee 44]b. rocker being worn throughout THE EMPIRE. It has no hands, no glass, is air-tight, vibration proof and shock-proof. Moreover it is guaranteed to keep accurate time for three aewnaer Send for r & plug Bond’s 1934 Catalogue £6/6/0 neaes ge for full particulars, 6d. post free Bond’s 254, L 0O’Euston EUSTON ROAD, ‘Phone Musuem 7137. Road, Ltd., LONDON,. N.W.1. Established 1887, J 63 The race for the “‘ Yachtmaster’s ’’ Cup was held on May 5, and was open to the 6-m. class. Nine boats entered. The wind was from south-west and at times reached gale force. All competitors carried M.Y.A. and its work. Valuable information as to various classes was given during the discussion which followed. As regards a class for the Club to adopt, the 50-800 Class—details of which recently appeared in this Magazine—seemed ideal, with its storm canvas. Result :—Ist, “*‘ Eastern Star” (F. Crane), 32 points; 2nd, “ Lorna” (W. Shell), 24; 3rd, ““ Phoebe”’ (R. Jurd), 22; ‘‘ Eastward” (G. Sweet), 20; “Irish”? (P. Gunton), 18; ‘ June” small enough for easy transport. (G. 13; expressed their readiness to build if other clubs in * Nada ”’ (H. Cresdee), 11; ‘* Peggy ” (F. Gome), 9. W.G.B. the southern area would also try the rule out with a view of ascertaining its suitability for inter-club Arney), 17; “ Anneen” (F. EASTBOURNE M.Y.C. v A memorable occasion was Churcher), team Some members racing and adoption by the M.Y.A. Y.M.6-m.0.A. the simple measurement formula and the size is right, being not too small for serious racing whilst being match between the above Clubs. Eastbourne on May 13th. This took place at ‘There was a fairly strong wind from the N.W., giving a reach each way when the first pair was sent away, but it backed further and the O.0.D. amended the scoring to 3 and 2. The wind also increased to a whole sail breeze. The Hon. Secretary (A. Kerridge, 56, Park Road, Ryde) would be pleased to hear from other clubs about this matter. A film was shown of racing at Birkenhead and also of the International Races. This proved both interesting and instructive. The meeting closed at a rather late hour with a hearty vote of thanks to the Jecturer. Amongst the visitors “Conquest,” “Cymru” and “Symphony IT” did well, and “Iolanthe”’ and “Vi” were prominent amongst the home team. At the finish it was found that two boats—one Eastbourne and one from Surbiton—had scored 23 points each. Curiously these boats, “Vi and “Conquest,” are sisters from the designs of Mr. J. G. Feltwell. Scores: Y.M.6-m.0.A., “Conquest’’ (H. K. Corby) 23; “Cymru” (W. R. Emery) 20; “Smyphony IT” (G. Howard Nash) 20; “Glengarry” (Col. Dennistoun) 19; “Herald” (O. H. Gosnell) 17; ‘Pat’ {R. E. Dearing) 12. Total 111 points. Eastbourne M.Y.C., “Vi? (F. Borkett) 23; “Iolanthe’” (A. Boniface) 18; ““Lancer’’ (A. Pelling) 11; “Nestling”’ (H.8. Payne) 11 ; “Hilda” (G. Veness) 5; “Osprey” (W. Fillery) 4. Total 72 points. It will thus be seen that the visitors scored a | — handsome victory. The O.0.D. was Mr. W. R. Bayliss. After the match tea was provided for competitors and the usual speeches made. This brought a very enjoyable event to a fitting close. na ae te ISLE OF WIGHT. CORRESPONDENCE. FIGURING AND DIS-FIGURING. Dear Sir, Cannot the combined wisdom of the M.Y.A. evolve some better plan for registering boats than plastering the sails over with figures as large as those used for motor cars? To do this neatly requires stencil plates and with units of five a complete set of figures, and several letters are now necessary. My own club is fortunate in having a member with spare time, self-sacrifice, skill and a small battery of printing implements, ready to figure sails—and like most unpaid workers—he is found plenty to do; but everyone cannot be so comfortably placed. The figures are no improvement to a nice new clean sail and to anyone who does much experiment are a nusiance and an expense, as once numbered it means scrapping sails as well as boat in the case of failure or alteration. For use in races, which I believe was one of the RYDE M.Y.C. On April 11 the Club had the pleasure of a visit from Mr. E. E. Marshall, who gave a most interest- ing talk on model yachting. Mr. Marshall dealt first with the general aspects of the sport, its rapid growth, the attitude taken towards it by civic authorities, and the various recognised classes. followed by describing the constitution of He the original merits ascribed to them, they are more hindrance than help, as it is much easier for the scorers to keep track of the boats with the oldfashioned temporary, and low, figures pinned on. Most model yachtsmen would welcome _ their banishment. Yours faithfully, A. C. DAVISON, (4.M.1.c.z., Retd.) 64 EAST INDIAMEN. By G. W. Munro. (Continued from page 47). BE going on to the detailed equipment of our Indiaman I want to deal generally with the rigging and changes that took place during the last years of the eighteenth century and the beginning of the nineteenth. The sail and rigging plan which accompanies these notes is the result of a great deal of research in contemporary text books and journals as well as a close examination of many prints and paintings. It is a strange fact, but none the less true, that in the majority of cases the text books do not agree with the contemporary works of artists and journalists. We know what the law says about the size and number of guns carried by merchantmen, but did anyone ever see a picture of an Indiaman complying with these laws? Personally, I have great faith in the work of the recognised artists of a hundred and more years ago. They were not always exact in their proportions, but the details prove beyond all doubt their knowledge of ship equipment and rigging. Ina great many cases the pictures could only have been painted with the full use of the naval architect’s time. plans at the Bearing this in mind, I have set up the complete rigging plan on the constructional plan that we published at the beginning. In the first place we can deduct the lengths of the lower masts from their diameters which are shown in the originals. The proportions of the different masts may be assumed to some extent from the number of deadeyes set up on the channels and so on. After lightly sketching the general proportions from the given details, I checked these up with several different contemporary rules and the changes that were necessary were very minute. This being so, I believe, the most ardent stickler for the authentic will admit that the present sail plan is a very close representation of what this Indiaman actually carried. Generally speaking, Indiamen were rigged with a mizen yard until about 1800. After that the gaff came into universal use. The mizen was a very small sail as shown and laced down the mast and along the gaff. Sometimes in fair weather the driver was set beyond the mizen. There were several different types of drivers. Some were laced to a shortyard and hoisted to the peak of the gaff and set exactly like a topmast stunsail. In other ships the mizen was brailed up to the gaff and mast, and the driver was set in its place, having a long yard just under the gaff as shown in the accompanying plan. The foot was extended by a long boom over the stern, more or less like the mainsail of a yacht as we knew it a few years ago. It may have been noticed that I have shown the ensign in its present form. This came into use in 1801 and we ‘i 65 SAIL AND Ph SL OUT CTL: Aishiulih re aa vn a I UMN | oN) fe MI | — a I wi cu AN Ml UE | | Sul i Leta oe ‘’ ii| ‘ H | NST | gt) et ||| AV HWIVMIVMIKTPSSALL Ii HDL | ee i 1 ani } { N\\\ HUUMDMDHTI Nt iiAMpSEE eat! | F Wish me Prat HIT | Dass HE | | VV Jif Tt KH * +f = | CI tt 1 SAIL PLAN OF EAST INDIAMAN. By G. W. Munro. i Sz — 66 must, therefore, base the rest of the rigging as from Incidentally the ship herself bears great similarity to the “Britannia” of 1806—1809 except TT say 1804-5. for the disposition and number of gun ports on the main deck. The mizen mast may, woolded. or may not, have been Textbooks say they were not, but the great majority of these books were written by men with experience only in the Royal Navy where mizens were not woolded. On the other hand there is a dockyard model, and a particularly splendid example at that, in the Royal United Services Museum which is clearly woolded on the mizen. There are several others similarly marked on the mizen, but these may have been iron hoops painted black. After a very extensive examination of old ship prints I have come to the conclusion that at least fifty per cent. of the merchant ships were woolded on the mizen at about the period we are considering. Later on iron hoops were exclusively used on all masts. If the modeller decides to woold the mizen, there should be only a few, say, from the deck to the hounds. three or four, Each building yard had its own particular method of mast making and it would be impossible to go into all these methods. The masts as I have shown them are founded on the illustrations for Mr. Owen’s article on masting given last month and concluded in the present number. It will have been noticed that I have shown royals on the main and fore masts. These sails were set only in fine weather and when not set the yards were carried on deck. It is doubtful if braces were rigged except on a few ships. The clews were made fast to the topgallant yard and the royal was hoisted up by a halliard in the form of a single whip. These yards would not be aloft when the ship was at anchor or in port. It would be quite in order to set a royal on the mizen as well, but I have omitted it so that the modeller may see how the mast will look without it. Later on royals became more of a recognised sail and were fitted with foot ropes, clew lines, braces and even bunt lines. set on the mizen topgallant stay, on the main topmast. Stunsails were used in, the Royal Navy before they became general in the Merch ant Service and in the later I think the Indiamen were the first to adopt them and set them on the after side of the square sails as in the Navy, and not on the foreside like clippers and later ships. The stunsails were at first only set on the weather side of the yards but by the beginning of the 19th century it was usual to set them on both sides of the main and fore masts. The usual stunsails were: main top- mast and top-gallant, fore top-m ast and top-gallant stunsails on both sides. The lower stunsails were set only on the weather side of the fore course, I have not shown these as it would interfere with the details about the bowsprit in the present plan, but we shall have to deal with them when we come to the details. East Indiamen generally carried a spritsail yard exactly like, in size and shape, the fore topsail yard. It was not usual for them to have a sprit topsail. but when this sail was set it only had a very short yard like a headst ick as the sail was very nearly triangular in shape. For those who wish to build a model of this Indiaman I might mention that I have prepared a set of tracings in two sheets. The hull and general details are to 1” scale, showing every detail. The sail and rigging plan is to #” scale and of which the present plate is a very small reproduction. These plans will be obtainable throug h MARINE MODELS in the usual way and will be announced in the next issue. There notes. was a slight printer’s (To be continued). stay, which was fitted with a pair of tackles to raise the boats, etc., from the deck. I have shown these staysails look like. These staysails were the ugliest and most ill-shaped of any at sea, and for that reason I have not shown the one that might have been error in my last The word post should read port in every case. This same error also applies to the word main sail which should read main rail. Staysails were nearly all quadrilateral in shape and most peculiar to look at. They were set on all the stays between the masts except the main- as they would be on our particular Indiaman, but it must be remembered that skippers had their own ideas, and some of them very peculiar to say the least, of what a staysail should apart from the fact that it would obscure the rigging to leeward ait \/= much regret to announce that subsequent to our previous issue two well-known veteran Model Yachtsmen in the persons of Mr. David Weir, senr., and Mr. A. MacLachlan, of Maxwell, have passed on to their final moorings. Both these gentlemen had reached an advanced age exceeding the Biblical three score and ten, and while they will be missed from the scene, we have the consolation of knowing that they leave behind them memories of price to be cherished by all who were privileged to know them. Our greatest preoccupation this past month has centered round the Scottish Sports & Holiday Exhibition at Glasgow, which during the course of the period from April 25th until it closed on May 5th, provided opportunities for greeting friends interested in the Sport ‘fra a’ the airts.” Our visitors’ book has been signed by about 600 persons among them being friends from Colombo, South Africa, Australia, South America and the United States, together with all parts of the United Kingdom, Northern Ireland and the Irish Free State. We were pleased to meet Commodore Buchan of the Fraserburgh Club and to learn from him that the sport commands a_ deep-rooted devotion from his members and that the Club is progressing satisfactorily in every respect. Interest tends to gravitate towards the A-Class and we gather that this Class is destined to grow rapidly with the Northern Clubs. We have some hope that Fraserburgh will be the next accession to the ranks of the Scottish Association. We can assure them a hearty welcome in such eventuality. One gentleman from far away Tasmania favoured us with absorbing reminiscences of sailing days in Sydney and the Antipodes generally. Unfortunately, from the promoters’ point of view, the expected great crowds did not materialize, although selfishly perhaps, this was if anything an advantage for us, inasmuch as our visitors were genuinely interested and we were not hampered by mere casual enquiries. At the same time we must say a really astonishing intelligence was displayed in the queries put forward by what, for the want of a better term, we may call the ordinary public. Our stand comprised :—Mr. I. Macpherson’s (West of Scotland) new A-Class “Norna,” which attracted considerable attention from experts and novices alike. A new 6-Metres “ Ella,’ designed on the metacentric balance system by Rear-Admiral Turner and built by J. McKinnon, exhibited by Mr. J. A. Stewart (West of Scotland) was also the object of much admiring comment shared by the adjoining model of an auxiliary Ketch ‘“ Ranza,” another metacentric balance design by Messrs. A. Milne & Co. already illustrated in our columns. An outstanding model was that shown by Mr. W. 12-m. new Brown, Dennistoun Club, whose ‘**Prowess” was undoubtedly the most finely finished model on the stand. The body has a surface like glass and a good deal of controversy was occasioned by speculations as to how this result had been obtained until finally set at rest when Mr. Brown intimated the work was executed with plain Copal An exceedingly creditable example of varnish. craftsmanship. The Saltcoats Club had forwarded two fine models, “Gae,’’ 6-m., and ‘‘Morag,” 12-m., the former fitted with a beautifully planked deck— an unnecessary refinement perhaps, but very effective for the purpose of the show. Both models showed evidence of the degree of skill and enterprise apparently inherent in this new Club. The Richmond Club sent two “ twelves,”’ ‘‘Cilma”’ and “‘Agawa,” good representative craft. A 10-rater “Ellen,” winner of the first Scottish Championship in 1909, built and owned by Mr. C. 8. Angus, gave material for comparison with modern design and thereby illustrated the progress made during the last 25 years. Queen’s Park submitted the 1933. 12-m. Scottish Champion ‘“Ardnamurchan”’ (Capt. McDonald) looking somewhat weather-beaten against the “spit and polish” of the latest productions, and “Ailsa” (J. McMenemy) also a “twelve,” together with ‘“Cumbrae,” a schooner built by the late Capt. Gibb, of the Indo-China S. N. Co. at Shanghai—a far travelled model. ‘“‘Melody,’’ Mr. A. W. K. Rodrick, and the famous old “Thelma” (G. W. Munro) were other examples from the W. of S. Club, the latter in particular claiming notice by reason of the long list of successes borne on her card. Clydebank were represented by “Marion,” the Scottish 6-m. Champion for 1933, Mr. “Una,” 12-m., Mr. I. McPherson G. Cameron. bore the card of the Scottish A-Class Club and “Our Girls,’ Commodore Todd, flew the flag of Dumbarton. Elder Park placed “Ace” 6-m. on the stand. Other interesting miscellaneous exhibits included a carefully detailed model Sixern “Old Times” loaned by Mr. A. Johnston, Lerwick, ‘Primula’ a “Fifie’ from the East’ Fife Club and two old cased models of full rigged ships ‘‘Glendaruel’’ and “Blantyre” the latter built by McMillans’ of 68 Dumbarton about 80 years ago. A selected collection of eight Cups and other Trophies, flanked by a typical deck house built by the Scottish Secretary for use by the attendants and officials were noticable adjuncts of the display. Mr. W. Brown of Queen’s Park commenced the construction of a 12-metres and carried it through to completion of the planking before the exhibition | | | closed and his operations were followed by relays of spectators. An original lithograph “Sails” by John Ferguson Ross, whose work hung at the Royal Academy, London, has just received favourable comment, showing the main-mast canvas of the “Grace Harwar” looking aloft, provided a most appropriate artistic touch to the ensemble, whole An event for A-class projected for 28th April at Saltcoats unfortunately clashed with the Exhibition and consequently Competitors were unable to attend. However ‘“Norna’’ was specially released from the show and together with “Luss” (A. Bonnar) entered into a composite race with five “sixes” and two “twelves” put up by the Saltcoats Club. “Norna” secured 24 points and “Luss” 22, followed by three cards of 18 returned by “Kelpie” and ““Senga,” 6-Metres and “Lexie,” 12-m. The possible points were 32. by the A more than respectable showing local boats. Secretary Hutton acted as 0.0.D., Starter, Mr. E. Hay, Umpires Messrs. R. C. Gray and H. Buchanan. Wind light to moderate and constantly backing so that both boards were sometimes contingent sailed close arrived hauled. back full The of Glasgow enthusiastic appreciation for the hospitable treatment received by them from all sides at Saltcoats. They had evidently met with a welcome that impressed itself upon them as spontaneous and sincere to such an extent that it was difficult to persuade them to talk about anything else. When we did get them off the praises of their hosts we learned that the mixed class racing occasioned a great amount of fun, more particularly when the “Big Brothers” fell from grace and had to take a thrashing from the “wee sixes.” All the local Yachts were exceedingly well-handled and the opinion expressed by such an experienced sailor as Mr. I. McPherson of the We understand the West of Scotland Club have arranged an inter-club event with Port Bannatyne for a date in August. Six metres models will be the Class operated and presumably the boats will be sailed in the open bay. If there is any wind at all we can foresee a strenuous time for the West men and with their greater experience of such conditions the Port Bannatyne members should be able to secure the honours. A good sporting function is assured and we shall endeavour to be present, although it will be difficult owing to the multiplicity of engagements flooding in on us this season. The East Fife Club Whist Drive proved most successful, 46 tables being engaged in play with Bailie Bett as Cardmaster. Commodore Dr. Wilson in thanking those who had contributed to the in various capacities intimated that Provost Carstairs had generously made a donation to the Club funds. The Provost stated that while he had not taken any part in the Club he was still deeply interested in the model boats and all they recalled of the old days. Note.—Model ‘‘Fifies’’ have been sailed in the East Neuk of Fife for many generations. success of the evening Kilmarnock entertained Saltcoats on May 5th The visitors consisted of three “twelves” and the report we to an inter-club match. six 6-m. received and states “—a great afternoon’s sport was in a gale of S.W. wind. The Kilmarnock men had not experienced anything like it on their waters for years and considered abandoning the enjoyed match but the Saltcoats ‘die hards” revel in these conditions so the event was sailed right through to result in a handsome win for the Home Club.” The visitors put up a stiff fight all the same.” Saltcoats have been presented with a handsome Shield for annual competition by 6-Metres (12 inch) Class models on the new pond and open to all comers. The number of boats per club to be limited according to the number of Clubs sending entries. The trophy is the gift of Harry Kemp, Esq., a well-known local gentleman. It is intended to stage the first contest in early August if suitable arrangements can be made. Intimation of the exact W. of 8. Club is to the effect that a tough proposi- date will be made in due course and it is hoped that the race may attract entries from some of the Saltcoats opponents. English Clubs. tion awaits competitors when they are faced with Conditions on May 5th were such that racing had to be cut short and postponed at Alexandra Park and even in the sheltered waters of Queen’s Park, although four heats were completed, conditions were the reverse of comfortable owing to the heavy squalls carrying with them clouds of “‘stour,” which being interpreted for the benefit of our Southern friends means dust, grit and other objectionable matter. Queen’s Park returns :— “Glenmohr” (R. Thompson) 20 points, “Regulus” (R. Gavin) 18 and “Una” (J. McDowall) 16. THE ScortisH COMMODORE. 69 TWO MINIATURE SCENIC MODELS. Model Barque, Sins. long. Ng photographs reproduced on this page represent two miniature ship models, of which the model barque is cight inches overall and the topsail schooner five inches. These models have been built by Mr. W. J. Poole, who is well known as a specialist in miniature model work, and they are now on view in the showroom of Mr. A. J. Bark, Greenbank Garage, Northwich, Cheshire, who has secured the services of Mr. Poole for this class of work. Topsail Schooner Model, 5ins. long. NORTH OF ENGLAND. from the Secretary by country members and others unable to attend meetings. After consideration it was decided that lectures and discuss ions could be continued throughout the summer without a LIVERPOOL. THE SHIP MODEL SOCIETY. B* the time that these notes two excursions on appear the first our summer programme will have become history. These are the trip to H.M.S. “Conway” on May 12th, and a visit to the water of the Birkenhead M.Y. & P. 26th. A large party has Club on May been made up for the first of these, and there is every sign that, given suitable weather, the summer visits will be highly successful. The programme for the next few weeks follows : June 8th. 2» 9th. 23rd. Visit. Gladstone and North Discussion. End “What is a ‘miniature’ Visit. Clover Clayton’s Dry Docks, Cruise to Crosby Lightship. Wallasey Corporation ferry steamer. (High tide is 2-40 p.m.) July 6th. 3, THE over the whole of the Dock Estate, with very few restrictions. One of these is that members who Birkenhead. June 30th. at will possession of a permit, which is to be obtained by personal application from the General Manager’s “Model Making Methods,” by A. R. B. Lyman, Esq. model ?” » The Society is deeply indebted to the Mersey Docks and Harbour Board for permission to wander Talk. Docks, and a Liner. June 22nd. is as diminution of the attendance, and so a number of talks of especial interest have been arranged, to take place on alternate Fridays at the headquarters, 27 Houghton Street. The rooms will be open every Friday, so that members may have access to the Library, which is now established in a permanent home—a very capacious glazed book-ca se, designed and executed by Mr. E. C. Sefton. Paper. Visit. “The Isherwood Arcform” by H. Norman Leask, Esq. South End tanker, available, ‘and docks, Shell-mex lightship, if The times and places of meeting will be posted on the notice board at headquarters on the Friday before each event, and may°bé obtained on request desire to take photographs must be in office. This is a reasonable condition, and it is hoped that as many members as possible will avail themselves of this opportunity to make a permanent record of the summer visits. There is a real incenthe fact that our Chairman, Mr. Mather, tive, in has presented two silver cups to be won outright by the members who enter the best sketch and the best photograph, taken during one of the summer visits, at a display to be held on September 28th. The cups another token of our Chairma n’s enthusiasm—are very handsome, so get out your cameras, apply for your permit, and come along ! (Permits are required on June 9th, and July 7th of the dates given above ; the others are free from restriction. ) Hon. Sec: A. R. B. Lyman, 8, Wyndham Road, Wallasey, Cheshire, 71 MODEL YACHTING ASSOCIATION’S FLEETWOOD REGATTA, 1934. A challenge has been received from the United States of America. The British Representative will BRITISH EMPIRE A-CLASS CHAMPIONSHIP CUP AND SELECTION The RACES. British Empire A Class Championship and Selection Races will be held on the Fleetwood Model Yacht Lake on July 30th, 31st, August Ist, 2nd, 3rd and 4th. Exact method of sailing will be settled when number of entries is known, but with the extended time it is hoped that a complete tournament will be possible this year. The winner will hold the Cup for one year and will automatically become the defender of the Yachting Monthly International Cup. Skippers and Owners of all entrants for the Selection Trials must be of British Nationality. All boats must be British designed and built. Work and/or materials to the value of seventy-five per cent. of the completed value of the yacht must be British. The builder shall be deemed to be the person who has constructed the major part of the hull. Entrance Fee, INTERNATIONAL RACES FOR “YACHTING ” CUP. MONTHLY 10s. must accompany all entries, which should be sent in writing to A. Littlejohn, 124, Witz-neal Street, London, W.12, before June 30th. Under no circumstances will entries be accepted after this date. Entries are limited to three boats per Club, and must be sent through the Hon. Secretary of the affiliated Club of which each boat is a Registered unit. Skippers are reminded that they are responsible for the actions of their mates during the races. Description of Competitors’ racing flag to be sent with entry. N.B.—Rating Certificates are not required until day before race when they must be handed to the Officer of the day. Competitors should arrange in advance about their Mates. Skippers, also Mates, must be amateurs. All competitors must report their arrival to the Officer of the Day at the North Euston Hotel, be the winner of the Selection Trials. The International Races will be held on the Fleetwood Model Yacht Lake on August 6th, 7th and 8th. The Officer of the day will be Mr. Wm. M. Carpenter. Assistant Officer of the day, Mr. J. Marsden. PLEASE NOTE. It is anticipated that the International Races will attract a great many visitors and accommodation should, therefore, be reserved as early as possible. The Hon. Secretary of the Fleetwood address 42, Abbot’s Walk, Fleetwood, M.Y.C., Lanes., will be pleased to assist intending visitors to secure accommodation. The Racing Committee will be glad to hear from Model Yachtsmen who intend to be present and are willing to act as Officials during the Regatta. It will again be necessary to raise a fund to defray the Regatta Expenses, and as we have a Challenger and his Mate to entertain, besides the usual expenses of the Meeting, a considerable sum will be needed. Donations to be sent to Mr. Wm. M. Carpenter, Hon. Secretary-Treasurer, Yachting Monthly (British) Racing Committee, 131, Shrewsbury Road, Birkenhead. Further details will be published from time to time by the Racing Committee and will appear in the official organ of the Association—MARINE MODELS. REPORT OF COUNCIL MEETING. The Quarterly Meeting of the Council was held on April 19th with Mr. A. J. Hugo in the Chair. The Minutes having been read and confirmed, the Rule Committee reported that good progress had been made and hoped soon to be in a position to Report to Council at a Special Meeting. July 29th, in order to facilitate making out of score A preliminary notice of the Fleetwood Regatta was approved and appears later in these notes. cards, etc. Rating Certificates must be handed in when reporting. Any competitor failing to observe these regulations, will be considered a non-starter and his Entrance Fee forfeited. In this connection a motion was tabled by Mr. Tucker, the purpose of which was to prevent the management of the British A-Class Championship races being delegated to a body known as the Fleetwood, by 6.0 p.m. on the evening of Sunday, ~I i) “Yachting Monthly Cup Committee.” Having been seconded by Mr. Clements—and spoken to by the proposer—Mr. Daniels pointed out that there was no desire to do anything different to what had been done in the past. The Races for the Championship Cup had always been conducted by a Special Committee approved by the M.Y.A. and the present Committee had been so approved by the A.G.M. Mr. Adams concurred. At this point the Chairman asked for the particular minute referred to—which was read—and made it clear that the point in question had been definitely settled by the A.G.M. and it was not competent for the Council to alter it, for there was no doubt that the decision was definite—49 to 6. The application of the ILY.R.U. Rules to the 10-Rater for Sail Area in particular had been the source of many Committee were enquiries dealing which with and position to report to Council shortly. the Rating will be in a Mr. Forge urged that the Rule Committee should see that all that concerned the 10-Rater Class should be more clearly set out, for it would save a lot of queries. The point was referred to the Committee. A suggestion was on foot for a Restricted 5-Rater —a class of portable size—controlled by defined limits, but required the backing of Clubs and publicity. The suggested dimensions are 45” L.O.A., 83” draft, and 12lb. displacement. Readers’ views will be helpful. The first of the M.Y.A. Fixtures was: carried through at Forest Gate on April 14th, the winners being Mr. E. Robertson with “IMP,” with a margin of 8 points. The race is reported elsewhere by the 0.0.D. In connection with this and other events the Council wish it to be clearly understo od that in future no entries are to be accepted less than 14 clear days prior to date of event. The Council, for the first time, rightly or wrongly, were called upon to take an attitude in the case of an application for affiliation by a newly formed body which is admitted to be a break-away from another Club. While knowing that many of the presentday ciubs originated in the same way, the Council decided to defer consideration pending further particulars, differences. rather than be party to internal Sailing Rule 10 was again the subject of criticism since, and as the result of, the adoption of hand or pole turning as an option to suit certain waters, due to the greater facility for acceleration in hand turning. The suggestion now is, that when waders and boots are in use and skippers enter the water, all turning should be done with a short staff (one foot) and no handling except to retrim—exactly as the rule stands for pole turning. This was referred to the Rule Committee ; meantime observations will be welcome. A. LittLesoun, Hon. Sec. NEWS FROM DENMARK. 9, eet on yachting in Denmark is steadily coming into public favour, and the Copenhagen M.Y.C. report that numerous enquiries are being received from various parts of the country . At Sonderborg Mr. Hans Mathiassen is endeavo uring to start a club, an enquiry comes fart and also from Frederiksvaerk. from Middel- Within the Club itself there is a strong move- ment to adopt classes recognised by other countries. One of the local classes the ‘KMS-class 5° is now reserved for Juniors, and another local class the ‘KMS-class €’ is now divided into two entirely sections, one for Juniors and the other for Seniors. Interest in the LM.Y.R.A. and Scandin avian Classes is growing rapidly. a dozen |-m. The club has now about Scandinavian class models. This class is very similar to the British 12-metres. There are also two A-class with L.W.L. of about 45 ins. from designs by Mr. Tottrup , and another is being Svarrer, built from by the his own Hon. Secretary, designs. Mr. K. The latter yacht has L.W.L. 49°6 ins. and a displacement of 46-08 lbs. In addition to these models about half a dozen 6-m. (13) are being built from a design by one of the members, Naval Architect Tage Blum, with a L.W.L. of 38-2 ins. It is anticipated that next winter will be a time of great activity as the club has arrang ed a course of lessons in building, planking as well as breadand-butter. This will become a free course given by the Magistrate of Copenhagen, and in it ‘class’ boats will be built exclusively. Up to date twentyfive members have entered their names, so one team of eighteen persons has been secured, and it is expected that another eighteen will be reached before the course begins. Six or seven of the twenty-five have gone in for A-class models and since the first two have been launch ed interest in the class has grown. The remainder of the class are going in for 6-metres, so the club is bound to have a nice fleet of class yachts by 19365. The club has secured Mr. Howard Nash’s film of the 1933 Fleetwood regatta and will arrange a propaganda meeting with free admittance everybody, at which the film will be shown other interesting data of the sport given. of and All the club lacks is an ideal sailing pond, but this may also come as the municipal architect, Mr. Knod Holsoe (who is also a keen yachtsman) has taken interest in the Club’s plans and promised to try to get the matter passed in the Magistrate of Copenhagen. The lake the Club is at present for everything except model yachtin g. It is also using is in too large the so middle of the city and that it is impossible tournament system of match sailing. to excellent use the K. Svarrer. 73 A NEW SYSTEM OF PLANKING. By K. Svarrer, Copenhagen. NDEAVOURING to build a planked-up model yacht as light, tight, and strong as possible one of the members of Kobenhavns Model Sejlklub, polytechn. assistant, Mr. Johs. R. Gommesen, of Copenhagen, has succeeded in building a boat in a peculiar fashion which is supposed to be new within model yachting: the planks being grooved and glued together. have more than In this way you need not three ribs in the whole hull—if you will not quite dispense with them—in which way much work is saved, and moreover the boat The cutting or grooving apparatus can be made very simply. The axis “A”—Figs. 1 and 2—rests in a wooden couch ; at one end is fixed the double groove cutter which should be made of two thick, rough-teethed circular saws spaced by a smaller, circular brass disc, and at the other end is fitted another, single, somewhat finer circular saw the cutting of which should correspond exactly with the thickness of the disc. Above the groove cutters is placed a table with a pair of guiding lists (B—B), and a pair of holders fitted with a spring for keeping the planks close along the guiding lists. The cutting machine can be run either direct by an electromotor, or be fitted onto a lathe. Fig. 1 shows the cutting machine; Fig. 2 a section through same, and Fig. 3 a section through part of the hull planked up in the manner described. * * ** x Above description is given by kind permission of Mr. Gommesen. | neeeeeeeenee bate | WAZZZZZZZZZZZZZL Z Fig 2 will become a good deal lighter; the hull is extremely tight and strong, a fact that has been observed whilst trimming the yacht. The manner of proceeding is the following : On an ordinary basis the planks are adapted one by one, as usually. Once a plank adapted, both edges of it are grooved, glued, and screwed on at the ends, see Fig. 3. BLOWLAMPS. ) month I promised to give the dimensions of a few flame tubes suitable for various types of craft. On racing two and a craft the length may be as short as half times the diameter, but this is short side. For battleships, liners really on the and similar cruising craft the burner should be longer in proportion, and as weight is not such a vital consideration heavier metal may be used and a more substantial affair altogether is really more One point that may be borne in mind is that when a heavier flame tube is used, less coils can be employed for the vaporiser as the suitable. greater mass of metal serves to conduct the heat better. In fact for a large heavy type of boat such as a model tug, a complete burner out of a plumber’s blowlamp might no vaporising coils at all. be used, and this has The advantages of this are that there are no small passages to get clogged and everything is easily cleaned. out. A typical commercial boiler suitable for a big battleship model is one of the Primus patterns. This tapers to ?” internal diameter and the burner is 43” long. tapering to A 3” smaller and 3” pattern long. is On 1” this diameter smaller pattern there is no vaporising tube and the metal is #,” thick in the flame tube. a” x”. A rather more There are six slots powerful burner is one made 4” long by 14” diameter. This has a vaporising coil varying from about four or five up to eight turns. The turns, of course are right at the business end of the tube, and their number is governed by the size of the with a aperture light brass in the flame nipple. tube There will be seven or. eight air slots 14” x ~” situated at the rear end of the tube. Some builders think it an advantage to have additional holes in the plate blocking the back end of the tube, but the writer does not think there is anything to be gained by this except a slight lightening of weight. A racing hydroplane -hurner which has given very satisfactory results, has also a flame tube of light brass,the dimensions being 5” x 1,%,” diameter,with two air slots 1}” x 3”. This boat was fitted with 9 Mu twin burners, the dimensions given being those of each of these. The metre boat in which these were fitted developed 34 m.p.h. Some of the ultra lightweight burners have tin- plate flame tubes, and these have the vaporiser. more} turns in Burners in extremely fast craft have a very high fuel consumption. This explains why , these burners have big nipple apertures and more turns in the vaporisers. The fuel pressure is also higher. In passing it may be mentioned that a good pressure in any type of blowlamp conduces to a better performance. One little point that is worth noting is, that the closer the vaporiser coils are wound round the flame tube the better as the heat is thereby con- served. There is undoubtedly room for improvement in blowlamp design. Owing to the pressure that is required, it is container and Attempts have difficulty by necessary to this have means been using a a very strong considerable made weight. to overcome this container (without light pressure) and fitting a mechanically operated pump to pump the fuel from the tank to the burner. This has hitherto not been successful but possibly some clever mechanic will in time evolve a suitable pump. Another disadvantage of this type of burner is that the draught produced carries a current of cool air into the boiler and thus loses part of its efficiency. Also a large amount of heat is lost up the funnel but this appears inevitable as any attempt to conserve this results in impairing the draught and a loss of efficiency. Of course these problems have been more or less solved in the steam car, but have not so far been found prac- ticable in the confined space available in a model steamboat. This applies particularly to racing boats as not only is there more room in a liner or similar model but the same performance is not required. under With high speeds present conditions, wastage or until must occur somebody ascertains a method of making more efficient use of the heat generated. These points are brought to the reader’s notice to show that there is a big field for experimental work on blowlamps alone. One point that may be mentioned is that after considerable use, the efficiency of a blowlamp may fall off owing to carbon forming in the vaporiser ‘coils. In such case there is nothing to be gained by trying to clear the tubes and the best thing is make a new coil at once. Various metals are used for these coils. Some prefer steel tube on the ground that it does not scale as readily as copper, but the main trouble is carbon. Any scale flakes off and is caught by the filters, whereas carbon reduces the diameter of the tube. The writer has seen coils of brass tube successfully used but not in a racing type of boat. Mention was made in my last article of the gauze filters inserted at various points in the fuel system. In the lamp the writer is at present using the nipple is mounted in a sort of box or chamber. This permits the use of a much bigger filter gauze and as the box is readily detachable this can be renewed without trouble as necessary. However owing to the larger area this gauze is found to require far less cleaning than when the filter is simply inserted in the nipple itself. The length of the flame tube has a great influence on performance and shorter tubes are more tricky to adjust and handle. The main principles of blowlamps can be gathered from these articles and the exact dimensions must be adapted to the work on hand. Ihave therefore not given any exact design as this would be useless unless one knew beforehand the type of boat and size it was to be used for. The dimensions given will, however serve as a good guide to the novice. The type of boiler used must harmonise with the lamp also. A lamp that would be ideal with say a certain pot boiler would probably be altogether hopeless with another type of boiler. BOILERS. Model steamboat men divide all boilers into the two categories of flash boilers and pot boilers. Actually, however, a pot boiler may be anything from a plain brass cylinder to the most elaborate watertube boiler. The plain brass cylinder heated by a methylated spirit lamp is used on toys, but the methylated spirit lamp is not confined in its uses to toys alone as many beautiful miniature models of necessity employ this type. . Slightly more elaborate is the internally fired boiler. This consists of a cylindrical boiler having a flame tube through it. The flame tube is not in the centre of the boiler but nearly at the bottom so that the water level in the boiler is above the top of the flame tube. In other words the flame tube is entirely surrounded by water. The blowlamp is put in one end and the funnel uptake leads out of the other end. The simplest type of watertube boiler is only a development of the internally fired boiler described in the last paragraph. In this type the flame tube is crossed by watertubes. These are fair sized copper tubes of a thin guage. All these tubes are diagonal or upright, none being horizontal. It should be noted that these tubes are arranged at different angles so that they do not blanket the This type of boiler, if well flame from each other. made, can be very efficient for small prototype models. All joints should be silver soldered and a steam dome fitted in the middle of the boiler. The object of fitting a steam dome is so that the surge of water in the boiler may not cause water to pass into the cylinder and prime it. A further improvement would be to fit a short length super- heater. This would take the form of a little coil of copper tube situated in a suitable position in the combustion chamber. This ensures dry steam. All pot boilers require a certain number of fittings. These are a water gauge, safety valve, steam gauge and main stop valve. Some provision must be made for filling these boilers, and though cheap commercially made boilers might be arranged to be filled by taking out the safety valve, it is far better to fit a little hand pump. This type of boiler can be purchased at almost any good model shop. There is one great difference between full-sized and model marine boilers. In the full-sized vessel boilers are always made short as the pitching of the vessel causes the water to surge and one end of a long boiler might be left dry whilst the water level at the other end was far too high. Models do not pitch much unless running in open water, and the main surging is caused by hand stopping. In consequence fairly long boilers can be used with impunity. A further improvement in this type of boiler is to make the flame tube oval and increase the number of water tubes. This amounts to an increase in the heating surface in proportion to the actual This is highly efficient if size of the boiler. properly arranged and fitted with a superheater. These boilers are better if well lagged to retain the heat, and this also protects the boat. This type of boiler would do well in a destroyer model or fast runabout. Another type of watertube boiler is fitted with external water tubes. In this the combustion space is underneath the entire boiler. This externally fired boiler is not so heavy as that last described, This is an even but requires very efficient casing. better form than the internally fired boiler. There are several forms of this externally fired boiler but the principal is identical. The boiler consists of a water cylinder with a number of external water tubes at the bottom. As everyone knows water circulation is caused by the fact that hot water rises. Therefore the tubes all have one low end leading from the bottom of the cylinder and a high end deliverin g at a higher point. The simplest form of this boiler is fitted with longitudinal tubes. The number of tubes is not governed by any set rule, but an increase in number the of tubes means an increase of heating surface and greater efficiency. These tubes are arranged to run in opposite directions so that if the first tube has its low end at the forward end of the boiler, its neighbour will have its low end at the after end of the boiler. The low ends of the tubes lead right from the bottom of the boiler and the high ends are carried up inside the cylinder to the water level or slightly higher. The next form of this boiler is fitted with a water cylinder but the tubes run athwartships. This form of boiler also has its tubes with alternate high and Some builders have a loop in the tubes. low ends. This boiler is far more efficient than the one with longitudinal tubes. The third form of these boilers has two water cylinders. horizontal tubes from one cylinder to the other in order to maintain the water level. The water tubes lead from one cylinder to the other and as before are arranged alternately high and low. A good example of one of these boilers has the cylinders (or barrels) 9” x 21” diameter of 16 gauge solid drawn copper tube, and is fitted with thirteen is” tubes of 21 gauge and three feet of ?s” superheater tube. This boiler is used to operate a twin single acting engine ?” bore x 3” stroke. It is, of course, essential to make these boilers with cylinders of solid drawn copper tube and all joints must be silver soldered. They should all be fitted with the same fittings mentioned above and a superheater. Some of the big heavyweights are fitted with more elaborate boilers fitted with return flame tu bes, etc., but there is no space to enumerate these here. A few boats are coal fired also. In my next article I will pass to flash boilers. These are placed side by side and have (T’o be continued). The Editor accepts no responsibility for opinions expressed by Corresponden ts. 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. MODELS VERSUS FULL-SCALE DESIGN. Dear Sir. In your interesting issue of January, 1934, you re-print design,” 1919. an article, “‘ Models versus Full-scale from the ‘Yachting Monthly,” May, The conclusions in the article are totally erroneous, and it seems incredible that nobody has to mention this in the intervening fifteen tried years. The conclusions are based on the principle that, all things being equal relatively, the stability of any vessel is in the ratio 1/S‘, S being the scale. If the length is doubled, making S double too, the stability would be increased 16 times, while the heeling moment in the same wind would only be increased 8 times or slightly more, or as S* plus. Unfortunately, the things are never equal, because the weights of both the hull and the sails increase with the scale, leaving less and less weight in the lead keel as the scale is increased. The ideal is, of course, that the stability or power to carry sail should be equal to the heeling moment, no matter what scale, and this is very nearly true for actual yachts. When one yacht has to reduce sail in strong winds, generally most of them do the same—in the larger classes because the rigging is not made to stand the increased strains without breaking. An A-class model, for instance, can easily carry her sails in a breeze that would rip the mast out of a first-class racing yacht. That the America Cup yachts were not allowed to sail in moderately strong (for a cruising man) winds, is a case in point. ; However, all scale comparisons would be useless if the stresses per square inch were not supposed equal in all cases, for the same material. In other ‘ words, the strength of the vessels compared should be equal. If the strain on the rigging, or any part of the hull, is increased 4 times, so must the sectional area to give the same strength. portional to area times length. Weight is pro- Suppose, now, that the stability be increased as 1/S* as in the reference article. The wind pressure on the sails is then varied in the ration 1/S?, and so far the article is correct. But the pressure or pull 77 must equal the sectional area of the different parts, and weight is thus varied in the ratio 1/S*.S or 1/S4, or exactly the same as the stability. The length of the different parts is, of course, pro portionate to 8. The hull and the rigging being heavier means less weight in the lead keel, hence the stability can never be varied as 1/S* unless the beam and the draft This is contrary to our experience; a bigger yacht is always relatively narrower than a small one, and its sail area larger. The scale S can then only refer to the lengths, and different scales must be used for beam, draft, sail area and displacement. The stability scale is then a combination of the other four, but its ratio is always less than 1/S‘ and more than 1/S*. Probably 1/S> is not far from the mark for successful are increased faster than S. racing yachts. An example will make this clearer. or to a bench; consequently it is not necessary to know anything about the hull properties such as the displacement, G.M., nor disposition of the Centre of Effort. The paragraph near the top of page 9 should have made this clear—viz., ‘‘ It should be clearly understood that the above H.F. of 5.75 lbs. is merely the force (of the wind) acting upon the sail, and is not the cause of the yacht heeling to 35°.” “To find the angle of heel under a given force is quite another matter,” which was to be dealt with in a subsequent article. He has, however, raised one or two points bearing on my reply to “Sailor’s”’ letter under “ Boring and Depression,” which will have my attention at the very earliest. * DELTA.” have a fast 6-metres model in the scale 13” = I’, or S = 7.20, and want to find the dimensions of a 6-metres racing yacht. S* = 2700, S* = 372, S? = 51.90 in round numbers. Yours faithfully, Suppose we In each case feet and lbs. must be used. The model might have a length of 3’, sail area 9 sq. ft., displacement 21 Ibs. The same particulars of the yacht will then be 21.6 ft. x 467 sq. ft. x 7,800 lbs. This, by the way, is far too short a yacht, the usual length being 23’ LWL. The weight of hull and spars is 7 lbs. in the model, and would be 7 times 2,700 or 18,900 lbs. in the yacht for equal strength—more than twice the entire displacement. This estimate shows best that the stability can never vary as 1/S*. If it vary as 1/S*, all weights would be proportionate to displacement, but the latter would not be proportionate to S? at all—much lighter. In this case, however, the wind speed for the model would not be in the ratio of 1/S but more nearly as 1/S°-*%, or the cube root of S. For similitude of model and ship, the speed must vary as 1/8, hence models cannot represent big yachts of same proportions. If the proportions are varied to suit stability and speed, the distrust of naval architects in models will not be warranted. The same holds true for ocean ships as well, as now conducted the model tests in tanks are entirely misleading. The subject of model versus ship is so important that the writer might prepare an article if the Editor approve—an article specially suited to this Magazine. AN INTERMEDIATE CLASS. Sir, An intermediate class surely means a class about midway between the A-class and the very small classes. revised I.Y.R.U. rule. The ‘‘Wee Six’? metre models, scale 13 in. = lft., especially those designed to the simplified rule, are really fine models, with action comparable to the best A-class miniature yachts; and they have the advantage that they are of interest to the designers of yachts and to racing yachtsmen. I have owned two 12-metre models, one A-class, and five 6-metre models, and for comfort and sport I prefer the latter. The 6-metre is the largest size that can be transported with ease in the popular size of car, in my case a Morris-Cowley. The I.Y.R.U. rule is well known in the U.S.A., in the British Dominions, and in foreign countries. At least 150 “Wee Sixes” have been registered, and there are probably as many in unaffiliated clubs. If an intermediate class is required, the claims of the 6-metre model cannot be ignored. Yours faithfully, Yours truly, C. O. LILJEGREN. “ HEALING AND WIND FORCES ” Sir, In reply to ‘“ K’s” letter in the May issue, I would like to state that he has unfortunately misunderstood the article as well as diagram on page 9. The article dealt only with the forces due to wind acting on the sails at varying angles of heel, irre- spective of whether they were attached to a model And, as Mr. Momber points out, it is desirable that this class should be seaworthy looking craft, with decent beam, freeboard and overhangs. It is obvious that the very simple rules produce freaklike craft; and the simplest rule at present producing yachtlike models is the John A. Stewart. (W.S.M.Y.C and Scottish A-Class M.Y.C.) We entirely agree with Mr. J. A. Stewart as to the merits of the small 6-m. and its portability, but we question whether this class is quite what is wanted. On all sides both here and abroad the demand is for To design and measure a 6-metres is every bit as difficult as an A-class, and therefore new clubs and beginners generally fight shy of any a simple rule. complicated measurement. 78 The 50—800 rule is even more simple than the to understand and infinitely simpler to 5-rater measure as it contains no waterline measurement. If it is to be properly done, waterl ine measurement requires accurate apparatus. Pin sticking, butter pats etc., can never be a substit ute for this apparatus, and unless measurement is proper ly carried out, it is simply a snare and a delusi on. Further letters from the States indica te that although it is too late for a challenge to be arranged for this year, there is one with the a strong feeling in favour of sending A-class challenge for 1935 should the International Cup stay on this side once more. If the new class is to beco me international all model yachting nati ons will in fairness have to be cons ulted, and to await agreement on such complete matters -as the we suggest that our estimation of what Editor, Yours faithfully, R. G. MOMBER, C.M. Y.C. Dear Sir, to Dear Mr. Editor, In your last issue Yardstick does Mr. Momber too much honour. Mr. Momber is not so vain as to picture himself as a possible winner of International championships, nor so egotistic as to think of the transport of his own boat only. The point about a 45” limit is that it would enable a car owned by one member of a club (and surely most clubs are blessed with one car owner) to transport his fellow members’ boats as well as his own for an inter-club event. seems to have been fellowship. blind to the helpful good Or is it that Yardstick’s eyes are fixed too far on the Internatio nal field to deign look at such homely detail ? me, and perhaps sneer, but he has carefully looked at (50—800) demands. “MARINE MODELS” can many will see details it is a common occurrence for his load half poles, numerous gail bags and pairs of rubber shoes, the lot being packed in with old rain coats. Another enthusiast goes pillion (and saves the club a trai n fare) and keeps the load in position , If there Mr. Momber was connecte d with our club would be absolutely no doubt left in his mind as to the carr ying capacity of his car, which would be fully demonstr ated to him. Yours faithfully, MAKE-A-BEND, Ayrs hire. “Tris” We quite agree with MAK E-A-BEND. We have vivid recollections of a trip across London in an old Any reader of do likewise. How with otlies, long waterboots and suitcases, plus three A-cl ass mode ‘“‘looks good” in Mr, Chene y’s eyes, and is therefore, as Mr. Momber said, what this “splendid class” few to consist of, two 12-m etre boats, 64 inch es long and weighing 40 Ibs. All other travelling members’ masts 8ft. long, prob ably 8 or 9, a doze n and a Yardstick does Mr. Momber the further honour balancing his alleged “snee rs” against Mr. Cheney’s undoubted experience . Mr. Momber does not a The only automobile. owned in our Club is a 9—10 Harley Davidson Combination motor-cy cle, and of which Then, if it is real ly good, others may adop t it. Meanwhile, let charity and fair play, with out exclamation mark s, begin at home. of what is done in the Nort h when an Inter-Cl ub Match is on, may be of some interest to him. MODEL YACHTS AND MOTOR CARS. Yardstick event, each Mr. R. G. Momber’s letter in your May issue on the subject of transpor ting models by car seem s all wrong MARINE MODELS. posssibility of such a mode st bit of double Surely the true method is to make sure it real ly is “freaklike” depends entirely on what one is used to. The first Marconi rig was considered freakish and described as an “Engineer’s idea of a yacht.” of a meets our own requ irements. Our Correspondent comments on “Sreaklike’ craft, but venue of which might well be won by a different coun try, is in my humble opin ion to adjourn sine die the adoption of a class we need, in “Iris” their ideal ship ? But what of the Internatio nal aspect? Has Yardstick considered any but our American cousins ? He certainly seems to have assented that they paid us a compliment they never did and that we can therefore hardly return. It is a travesty of the facts to say that “they adop ted our big class.” They challenged for ‘the “Yachting Monthly” International trophy—what comp liment was there in their accepting the rules laid down ? taxi laden with three model yachtsmen comp lete ls with three complete rigs apiece! Iif Mr. Momber had tried this sort of thing he woul d not worr y whether a boat was 45 or 50 inches long. One of the finest inst ances of what can be done was when a Cardiff model yachtsma n took singl ehanded to Bradford with out a car, a 56lbs. A-cl ass complete, a 6-metres, waterboots and suitcase. The hero of this exploit is by no means a young man eithe r, but he is certainly enthu siastic. Editor, MARINE MODELS. Printed and Published for the Proprietor by H. G. STONE & Co., (Printers), lutd., Town Green, Wymondham, Norfolk.