Marine Models: Volume 7, Number 6 – September 1934

Li — —— ies THE MARINE Vol. 7, No. 6. MODEL MODEL YACHTSMAN AND MAGAZINE Published on the Seventh of each Month. SEPTEMBER, 1934 EDITORIAL. E do not usually have an Editorial in our September number. but must do so on this occasion. As readers know, the sad death of Mr. E. E. Marshall necessitated fresh arrangements for the continuance of this magazine. These have now been completed and should result in our being able to give readers a better magazine than ever before. As hitherto Mr. H. B.. Tucker will be Eprror, and Mr. G. W. Muwro will carry on our Shipmodelling section and also act as Sus-Eprror. Mr. J. Vinus will carry on in our Powerboat section, but we shall also have the assistance of Mr. J. B. INNOCENT in this department. The contents of the magazine will, therefore, be well up to standard, and we intend to gradually increase its size. We shall also improve the printing and appearance. It is our intention to develop the magazine amongst the various Associations, Clubs and Societies connected with model yachting. powerboating and ship modelling. We want to publish news about all these bodies, and shall be glad if all Club Secretaries will furnish us with regular reports which should, however, be kept brief and to the point. Where Secretaries are unable to undertake this, we suggest that another member be appointed to do so. Next season, we wish to print a monthly Calendar of Coming Events. We have never been able to do this owing to the failure of clubs to send us their Fixture Lists. We ask all Club Secretaries to bear this in mind and send us their lists as early as possible. Those interested in any branch of marine modelling, whether organised model yacht or powerboat racing, cruising or ship modelling, must realise the necessity of a live, powerful organ. We, therefore, ask the aid of all Secretaries and Officials of Clubs in bringing MARINE MODELS to the notice of their members, as we must increase our circulation. We intend to revert to our practice of giving frequent design supplements which will be for all classes of marine models. We also intend to hold more Designing Competitions. Our new arrangements will permit us to extend our scope and in addition to the publication of this magazine and our ever-increasing line of blue prints, it is our intention to print a number of books useful to marine modellers. These will be issued from time to time until we have a full range on all subjects of interest to our readers. Every book puplished will be by a leading authority and really reliable. This is a most important point as many a modeller has been led astray in his novitiate. Thus the marine modeller will not only have his own magazine, but a firm of publishers who devote their energies entirely to his requirements. We venture to assert that this is the most important event that has occurred in marine modelling to date, and we ask the co-operation of every marine modeller to make it a great success. For the present at all events, we have decided to make no change in our price which will remain at 7d. for ordinary numbers, inland subscription, 7s. 6d. per annum, including Annual Double Number and postage, overseas, 8s. 6d. ———= — 1 ee ¢ Lie + INCORPORATING MODEL VERSUS YACHT. By C. O. LiLsEGREN. In this article Mr. C. O. Liljegren, the well-known American Naval Architect, makes a thoughtful contribution towards solving the problem of the exact relation between scale model and full-size yacht. AiCpas are now extensively used in full scale designs, but unfortunately the usual conversion from model to ship, as made at the model tanks, is very erroneous, never giving the true relation. For engine-driven vessels, the error lies in the estimates of the skin or frictional resistances both of model and ship, an error seldom less than 40 per cent. For sail-driven yachts, the error lies mainly in the estimates of the stability. In the January issue it was shown that if a yacht is altered in size and all proportions are kept, then all dimensions are, of course, varied as the scale or S, whereas the sail area is varied as S*, the displacement and all weights as $%, and the stability moment as 8, S* or S4. Unfortunately, while the dimensions and the sail area can all be kept to scale, the weight cannot—no matter what textbook authors write. It should be clear to all that without adequate strength of the rigging, sails, spars and hull, no yacht can use her full stability. It can easily be proved that for equal strength, i.e., for the same stresses in the materials, both the hull and all rigging must be given strength proportionate to the moment of stability, and strength is proportionate to weight or vice versa. If, as mentioned in the January issue, the wind speeds of the model and the yacht should be as the square root of §, then the rigging of the yacht would be altogether too heavy by comparison. As a matter of fact, the rigging does not vary in weight even as S4, but somewhat slower, as 8**$ or so. It is exceedingly difficult to estimate the correct weights when proceeding from model to yacht. For instance, the Editor mentions that one of his Class A models carried full sails in a 40-mile wind and made good going of it when a big yacht would have had her mast ripped out of her. This means that the rigging of the model is relatively much stronger and heavier, but from yacht to yacht, as from a 6-metre to a 12-metre, the weights are proportional to the moments of stability. In order to make reliable comparisons, some assumptions have to be made. The sails must be of the same type and number, all ballast on the lead keel, equipment and cabin fittings must be added for the yacht, and the stability must be the same—the model and the yacht should heel the same amount in the same wind. The last assumption may not always be fulfilled. Regarding the weights, it is true that where the scantlings are ruled by rating rules, the weights of the hulls increase a little faster than the displacements if the vessels are built exactly to scale. For in this case the stability varies nearly as S4, whereas the heeling force varies as S*, and the bigger yachts would become entirely too stiff. Hence, in practice, it is necessary to vary beam and draft less than than 8%. length, and to vary sail area more For a starting point, let us consider the model and the yacht built exactly to scale. In the January, 1933, issue the plans of ‘‘ Maida” were published, which serve our purpose exactly, because the big yacht was built to scale, and both medel and yacht were very fast when raced against similar vessels. No dimensions were given, except on the sail plan, and the size is not exactly 1-6 as stated. Luckily the model weights were given, the weight of the sails, etc., being carefully estimated by the author. The scale at 12in. to the foot equals 7.20 from which the yacht is dimensioned. If the weights were to scale as well as the dimensions, the very light hull and very heavy sails are significant. (See table on opposite page). The metacentric height at an angle of 30 deg. is found to be 0.36 ft. for the model, and 2.14 ft. for the yacht. The latter is much less than the scale would indicate, for 0.36 x 7.2 = 2.59 ft., and corresponds to a stability moment of 7.29 instead of 7.24 as required by scale proportions. The former amounts to 11,085 ft.-lbs. actually for the yacht, the latter to 10,850 ft.-Ibs., a difference of 2.2 per cent. The values are found thus : Stab.-moment = displacement x metacentric height x sine of 30 deg. -The stability moment for the model is 4.045 ft.-Ibs. and that of the yacht is thus 2,740 times larger, while the heeling moment of the yacht’s sails is only 372 times larger than the heeling moment of the model. The yacht is thus far to stiff when her dimensions are enlarged to scale—if the model was stiff enough to win her races. The yacht would have been faster on the average if designed for less beam and more sail area. This could have . been done under the 1932 International Rule, but not under the present rule where length must be decreased if sail area is added. The actual procedure to obtain the best dimensions of a yacht from its model is very intricate, involving higher mathematics, but a trial and error method may serve as well, as follows. 153 First, we must find out what the model can stand in wind pressure per square foot. Yachts are generally estimated with an assumed pressure The stability of the mddel is not Moment of stability = p x sail area x sail leverage. 15 per cent., For the model, p is found to equal 0.167 lbs./sq. ft. 5 only, or exactly six times too low, hence we must increase the power of the yacht in that properticn:, per cent. 10 per cent. for the for the sail area and leverage, and the upshot is that the yacht becomes 5-3 times stiffer than the model. reckoned from the model. We needed it six times, as above, hence a beam of 6-63 ft. is a little too small, but near enough for our purpose. The reduced beam makes the resistance about 20 per cent. smaller, and with the greater sail area the yacht should be 12 per cent. faster, or seven minutes per hour in whole-sail breeze. As a_ guess, suppose we reduce the beam 10 per cent. and increase the sail area 10 per cent. The hull weight is reduced to 2,590 lbs., but contrary to general opinion, the weight of the sails, etc., is not increased—in fact, reduced to 240 lbs. here. COMPARISON OF MODEL & YACHT (See Article). DIMENSIONS. Vessel Length O.A. Model (ins.) Yacht (ft:) L.W.L. Beam Draught Freeboard S.A. 36°75 22°05 12-20 7°37 8°60 5°22 3°40 2°04 1206 432 56°50 33°75 WEIGHTS. 7 Vessel Model (lbs.) Displacement 22°50 Hui 6:00 Yacht (Ibs.) Yacht to 8400 2750 180 250 5220 8400 2260 — 410 5730 Scale (Ibs.) Outfit os Sails rey Lead Keel 15:4 THE MODEL MOTOR YACHT “BRUNHILDE.” By ATLANTIC. : design of “Brunhilde” shows a model of a Motor Cruising Yacht of the latest type for vessels of 80 to 120 feet overall. This model design must not be taken as being a scale model of any particular yacht but rather as being a type model designed to give a good effect on the water and the effect of the full-size craft. Such a vessel in the prototype would probably be fitted with twin Diesel engines giving her a speed of 12 to 14 knots. The model can be driven by steam, w.c. I.C. engine or electric motor. In the case of the prototype the exhaust would be led up the funnel and this can be similarly used in the model. A double funnel must of course be used to preserve the paint on the outer casing. The lines show a very smart little vessel, essentially modern. The bold sheer is broken at four points, and her sunk wheelhouse aud rakish oval funnel add to the effect. This model would be suitable for speeds of 4 to 7 m.p.h., but the effect would be spoilt if she were overdriven. The designer has aimed at giving a good performance with comparatively low power at reasonable speeds. Single or twin screws could be used as desired. With regard to the construction of this model, I should advise a wooden hull glued with Casein Waterproof Glue built on the bread and butter system. The waterlines are spaced ?” apart, so wood 1” thick finished to this thickness can be used. Two light brass frames can be fitted amidships and every layer through-bolted to them. This will strengthen the model and prevent distortion. The hull must be carefully protected from heat, and as much ventilation as possible ensured by leaving skylights etc. open. The designed weight should be adhered to and care taken to get the Centre of Gravity in the same la 11,085 to scale. altered, so that the yacht is 2,280 times larger (2,740 formerly). But the sail moment is increased RR placement 7,560 Ibs. With these data, the stab.moment is reduced to 9,220 ft.-lbs. at 30 deg. from of 1.0 lbs.-sq. ft., more or less depending on the average wind velocity. If we call the pressure p, then : i With outfit at 180 Ibs. as before (compare table), the lead keel becomes 4,550 lIbs., and the dis- fore-and-aft position as the Centre of Buoyancy marked on the design. Weights should be kept fairly central, and deck fittings made as light as possible. The amount of deck detail included will depend on the builder’s fancy and skill but the plans show this fairly complete. In order to appreciate the lay-out, it might be as well to roughly describe the prototype above and below decks. lay-out on the An anchor davit is carried right forward in the eyes. The two anchors are the usual stockless pattern carried in the hawse pipes. The chains lead up to the deck through the hawse pipes to an electric anchor windlass, which also has barrels for handling wires or ropes. There are stoppers on the cables. These cables after passing over the windlass pass down through the deck through the chainpipes to the chain lockers. The forward part of the deck has a breakwater and there is a fairlead each side through this for mooring lines and bollards are placed aft of these fairleads close under the breakwater. The rails round the rest of the fore deck are wire removable as requisite. Right forward is a hatch over the forepeak where lines and gear are stored. The fore companion leads down to the crew’s quarters. Two steps with brass handrails lead to the bridgedeck which has a rail round it with teak top rail. Here is the standard compass mounted in a binnacle. The sunk wheelhouse-chartroom contains steering wheel to port with engine controls alongside and steering compass amidships. These are all at the fore end of the house. To port in the after part of the house is a stair to the engine room. ‘The door is a sliding one in the after side. In case of it being necessary to lift the engines out sections of the roof lift out and also sections of the floor of the house. An iron ladder up the after side gives access to the roof. On the roof of the house a searchlight is carried, and the electric syren is mounted at the front of the roof. Steps on each side Jead down to the maindeck, which has bulwarks for about half its length. is a trunk over the There centre part of the owner’s accommodation carrying skylights and having portlights in its sides. Two boats are carried in davits. The lifeboat to port is double ended. The launch to starboard is a fast hard-chime boat. A section of the bulwarks on either side just abaft the funnel opens when it is desired to ship the accommodation ladder. The after deck has a rail with teak top. There are mooring bollards on either side and a fairlead right aft. The ensign staff is carried in a socket. There is an electric capstan for handling mooring ropes, etc. The after peak has a hatch over it and is used for lines and gear. From forward below decks the accommodation is :—forepeak, crew’s quarters, engine room (under wheelhouse), galley, owner’s quarters, saloon, etc. ; after peak. Electric or telemotor steering would be fitted, with provision for a tiller being shipped in case of a breakdown. The finish would be: white topsides with green or dark red underbody. The deck should be lined to represent a board and laid pine deck with king companionways, plank. trunk The cabin should be teak or mahogany. teak covering sunk top wheelhouse, and_ hatches The funnel, electric syren, searchlight, windlass and capstan should be yellow or buff. Standard compass brass. Spars and boats bright varnished. Anchors, rails and ironwork painted galvanising. aluminium paint to represent The finished thickness of the hull should not be more than }” generally though a little extra can be left in the bottom amidships should be left fairly solid. and the stem This model should prove very satisfactory, and if built true, capable of giving a good account of herself in steering competitions as well as decidedly handsome. being Full sized blue prints are obtainable MARINE MODELS price 8s. 6d. post free. from “wy 1 ah 4a SMALL ADVERTISEMENTS. Te rate for Small Private Advertisements in our “FOR SALE AND WANTED” columns will remain ld. per word per insertion. The minimum is, however, now 2s. When it is desired to use a Box number, 6d. extra must be added. All small advertisements must be prepaid. APPRECIATION! A READER writes from Yorkshire :— “IT have pleasure in enclosing P.O. for subscription for MARINE MODELS. May I take this opportunity of thanking you for the excellent ‘fare’ contained in the magazine. It is a very great pleasure to me and I wish you every possible success.” We thank you, Sir, for this kindly note and our utmost not only to maintain our standard but improve our magazine. will do 135 OUR PRIZE-WINNING 6-METRES DESIGN. ‘‘Debutante’”’ by A. W. Littlejohn. 53—, S-es DEBUTANTE teh. An article on Our Designing Competition appears on page 136. 136 OUR DESIGNING COMPETITION. cy of the final things done by Mr. Charles E. Nicholson before he left for the States in connection with the ‘ America’s” Cup Races, was to complete judgment of our Designing Competition for a 6-m. Model to the new I.Y.R.U. formula. His selection of “‘ Debutante,” by A. W. Littlejohn, as the best design submitted is interesting, as it is the first time that a fin-and-skeg model has beaten the full-keelers in one of our competitions. A cheque for £5 5s. has accordingly been sent to Mr. Littlejohn. We have much pleasure in publishing this design as one of our Supplements this month. This is a very pleasing little design, and boats built from it should do well in any company. Half-size blue- prints with full-size body plan are now available from these offices for 15s. set, post free. The boat placed second, ‘‘ Phoebe,” is also a finand-skeg model. The designer of this boat did not fulfil our requirements in connection with the ‘Competition, and would not have received the prize even if this design had been placed first. In any ease the boat was rather too small for the class, and only just reached the minimum displacement limit. She is being re-drawn on an inch longer waterline and with more displacement, and possibly her design also will be available to readers of this magazine later in an improved form. “* Joyce,” a full-keeler, was placed third. “* Golddigger * and “ Demona”’ were both from the same designer. The judge commented on the remarkably beautiful work in these two boats, and the clever and original interpretations of the rule. He was of opinion, however, that they would not make satisfactory boats. Both these boats were fullkeelers, but as readers will see when we publish the designs, of decidely unusual character. The remaining entry, “Corea,” was unplaced. This, again, was a full-keel design. We have commented above on the success of the fin-and-skeg boats, not because we wish to revive the old “ Keel Row,” but to emphasise what we have declared, when publishing the results of previous designing competitions, that results were unaffected by the question of whether a boat was a full-keeler or fin-and-skeg, and that the best design would be awarded the prize regardless of this. We must candidly admit that we ourselves were most disappointed at the low number of entries received. Scotland, spiritual home of the 6-m. class, contributed one design only, two came from the Continent, one from the South Coast, and two, including the winner, from London. We hope to hold more of these competitions and a fresh one will be announced very shortly, but we decidely want more entries. Owing to pressure of work on ‘ Endeavour,” the judge, Mr. Chas. E. Nicholson, was unable to give the matter earlier attention, so the result was somewhat delayed. Also Mr. Nicholson was unable to comment on the designs at any length. Model yachtsmen, however, appreciate his action in consenting to act as judge, and are grateful to him for his kindly interest in our sport. The American Lake Schooner “Lucia A. Simpson” (See article on opposite page.) an —_ me — EVERY WHERE TATION WHICH IS WORLD-WIDE NO OTHER VARNISH HAS SUCH A DISTINCTION – Manufacturers of ““RYLARD” VARNISH AND ENAMELS Sole LLEWELLYN a eeND LTD., BALSALL. HEATH, BIRMINGHAM, ENGLAND. AUSTRALIA: JAS. D. SLOAN & Co., 95, Adelaide Street, Brisbane. G. E. CRANE & SONS LTD.,, 33-35, Pitt Street, Sydney. PAUL & GRAY LTD., ee & AGENTS OVERSEAS DENMARK; MALTA: GAUCI BORDA & NORWAY: ERLING HOVDAN, Skippergaten 5, Oslo. Co., 12, Scesa Marina, Valletta. CARL C. BRANTH, St. Strandstraede 21, Copenhagen. 529-531, Flinders Street, Melbourne. CEYLON : SWEDEN: PAUL & GRAY LTD., HUNTER: & COMPANY, STURE SEGERDAHL’S EFTR, Kungsholmsgatan 19, Stockholm. St. Vincent Street, Port Adelaide Post Box 214, Colombo. HARALD DAHLE & Co., Erik Dahlbergsgatan 32, Goteborg GEORGE EVANS & Co., Majora Buildings, 46, Mouatt Street, Freemantle Via Caffaro 8/8, Genoa. ESTHONIA : TASMANIA: FRANCE: R. R. REX & SON, Franklin Wharf, Hobart. CHANTIERS AERONAVALS E. ROMANO, Ships Chandler ‘“NEPTUN,” V. Samada 11, Tallin (Reval) ITALY: SOC. AN. B.R.A.V.A. 4, Quai St. Pierre, Cannes. FINLAND: JOHN BURNS & Co., LTD. Customs Street East, Auckland. CLAVERIE FRERES, ANGLO-IMPORT, Fabriksgatan 1a, Helsiugfors. 52, Boulevard de la Plage, UNITED STATES OF AMERICA : MALAY STATES AND STRAITS SETTLEMENTS: HOLLAND : NEW ZEALAND: THORNYCROFT (Si1ncGapore) LTD. Thornycroft House, Tank Road, Singapore. SOUTH AFRICA: JAS. WYLLIE & SONS LTD., Strand Street, Cape Town. Arcachon (Gironde). N.V.H. KERSKEN’’S ZEILMAKERITJ EN SCHEEPSTUIGERIT]J, de Ruyterkade 107, Amsterdam, INDIA : LLEWELLYN RYLAND COMPANY OF AMERICA, 519, W. Roosevelt Road, Chicago, II. CANADA. STURGEONS LIMITED, 330, Carlaw Avenue, Toronto, Ont. ENSIGN MOTOR SUPPLY LTD., 1729, West Georgia St., Vancouver, BC TRINIDAD, B.W.1.: W. D. LEEDAM & Co., Hararwala Building, Wittet Rd., Ballard Estate, Bombay. W. R. GUEVARA, 22, Henry Street, Port of Spain. GEORGE WALLER & Co., 29, Dalhousie Square (S.W.) Calcutta MASTERS HARDWARECOMPANY, BERMUDA : Front Street, Hamilton. LLEWELLYN RYLAND LTD., MANUFACTURE ALL MARINE SPECIALITIES GPa. a a Advertisements ii ‘ P THE BLUE WATER MAGAZINE. The Publication which The unique and world renowned Sailing Ship preserves the history of form. of the last the rapidly declining windjammer Magazine in an illustrated century. Clipper Ship ‘‘Crusader,’’ 1865—1910. Annual Subscription me ” 4s. 6d., Specimen Copy 5d., Post Free. purely: THE PACIFIC STEAM NAVIGATION CO., LIVERPOOL, < 2 WHY ANDY IN HANDY FLEETWOOD MYC 64 miles LIVERPOOL MYC O/ miles WIRRAL MYC. 34 miles BIRKENHEAD 35 MYC A. J. BARK. NORTHWICH CHESHIRE miles LLANDUDNO BRADFORD _ MYC. 57 miles PLATTFIELDS — MYC. CO miles S. MANCHESTER MYC. 20 miles WILMSLOW MYC. 15 miles MYC. 64 miles BOURNVILLE EAST HULL MYC. 100 miles MYC 6/miles¢ STOKE MYC. 25 miles 0 BIRMINGHAM MYC 64 miles Cwm 137 THE LAST OF THE LAKE MICHEGAN WINDJAMMERS. By Ian L. McKenzin. In. this article Mr. Ian L. McKenzie, the well-known Naval Architect, puts on record full details of a most interesting vessel of a type that is now unfortunately extinct. Her lines make an interesting comparison with those illustrating Mr. G. W. Munro's recent series of articles on “Our Coastal Schooners.”’ HE last remnant of what was once a large fleet of windjammers which used to sail Lake Michigan, and for that matter all of the Great Lakes, is now laid up for probably the last time at Sturgeon Bay, Wisconsin. She is the three-mast schooner “Lucia A. Simpson,” built at Manitowoc, Wisconsin, in 1875; as to the names of the original owners, there is, as far as I know, no record, but her builder was evidently Mr. Burger, the forefather of the present Burger family, the well-known boatbuilders at Manitowoc, Wisconsin. For a number of years she was owned by Mr. Chas. J. Sanderson, of 271, Becher Street, Milwaukee, Wisconsin, the owner of a lumber yard, and it was in this trade that she was used for a number of years, carrying lumber, fence posts and Christmas trees, from various ports on Big Bay de Noc, to Milwaukee, and is well known to old-time yachtsmen on the west shore of Lake Michigan. The accompanying photograph, taken in 1928, shows her coming out of Port Des Motts Passage with a deck load of lumber, and has the unusual distinction of having had the one skipper, Captain Hans Simensen, of Milwaukee, for 25 years, and oh! how he must have loved this old ship, being in her for this length of time. I had the pleasure of being able to take off her lines in Milwaukee, Wisconsin, in 1924, and the drawings are enclosed herewith, which will probably be of some interest to those having a love for these old ships. I believe she has not been in service since 1930, and at present she is laid up at Sturgeon Bay, Wisconsin, and although I have not seen her recently, I believe her hull is still in fair shape, and could be put back into serviceable condition with some work done on her. There was a proposal of a yacht club buying her as a club ship, but I believe this proposition has fallen through, and she is now laid up, with a watchman taking care of her. x 127ft. Her registered dimensions are: 28 ft. x 8-7 ft., gross tonnage 227, net tonnage 215. Her length from billet head to -taffrail was 138 ft. 10in., and her length from jib-boom end to mizen boom end is 192 ft., her beam over planking is 28 ft., and her load draught 9 ft., and having a displacement in fresh water of 519-64 long tons. She carried a fairly lofty rig for a ship of this size, and was a fairly smart sailer, as many of the old steamer captains can testify. She carries the usual triangular raffee on a yard on the foremast, which is, I believe, a sail carried only on the Lake windjammers. Her total sail area is 8,908 square feet, and under this rig is said to have made a speed of 15-7 statute miles per hour. The accompanying table gives her principal particulars. She carried a crew of only five men. About 1914 there were quite a number of these old windjammers still in service, but many of these. which were only in fair shape, brought big prices, and were taken to salt water, and some of them were Jost through German submarine activity, and went to Davy Jones’ locker in various parts. of the world. The old “City of South Haven,” also, is no more, and the ‘Our Son” foundered in Lake Michigan some few years ago. Lake Ontario still seems to be the last stronghold of the old windjammers, as I understand these are still a few of them left there in the businers. of carrying stone, but it will only be a few years till they will all be gone, and the names “ Maple Leaf,” “‘ Katie Eccles,” ‘‘ Susie Chipman,” “* Undine Island Belle,’ “Island Queen,” will only be memories of the past. To me, at least, it is very interesting indeed to wander around the various ports of the Great. Lakes, and find the remains of these fine old vessels, in the small out-of-the-way ports. Up at Sturgeon Bay, Wisconsin, there is quite a collection of these old timers, notably the “ Mary Ellen Cook,” a three-master which sailed over the breakwater at Chicago, Illinois, during a storm in the late °80’s, and although+she hit, and hit hard, she did not seem to suffer any severe damage, as she sailed for years afterwards, and is now used as a dock and landing float by the Sturgeon Bay Yacht Club, although the last time I saw her, her back was broken and her stern submerged. As far as I am aware, the last one to sail on Lake Erie was the three-mast barkentine “‘James I. Joy,” which foundered in Lake Erie, off Ashtabula, in 1887, although there may have been others. later than this date. Some of these old vessels are still in service as barges, being towed by tugs or larger steam While most of these vessels were comvessels. paratively small, there were some extremely large vessels in certain trades, such as the 4,000 ton 138 ** Maryland,” which went to salt water during the war and has never returned to the Lakes. The smaller vessels were built with one hold and were known as flush deckers, as they had no forecastle or poop, although some of them had deckhouse forward and aft which were known as forecastle and cabin. As the vessels grew in size, they adopted the regular raised forecastle and raised quarter deck and poop, as used in salt-water vessels. Some of the larger vessels were also of the single hold type with one tier of hold beams. The largest of the vessels being two-deckers, and in general very similar to the Down East Coasting schooners. Some of the smaller vessels were of centreboard type, especially the smaller two- and three-masters, with centreboards between the masts, and even in the St. Lawrence sailing batteaux and Bronte schooners, most were of typical scow form with There are, raked ends, and two centreboards. however, very few of these left to-day. With regard to rig, most of them were two- and three-masters, with the usual raffee on the foremast, although there were a few barkentines among them, and also some brigs. I can remember as a youngster seeing two brigs from Scotland unloading whisky, but as far as I can find out there were no out-and-out square riggers regularly employed on the Great Lakes after about 1815. The largest vessels were usually four-masters, and as far as I am aware there were no five- or six-masters ever used on the Lakes. As regards form of hull and fineness of form, there was a great deal of variation, according to trade in which they were employed. The grain and lumber carriers were usually much finer and had more deadrise than the schooners employed in the coal and stone trades, and some of them had considerable spring to the sheer, although the lines of the ‘‘ Lucia A. Simpson ”’ show a hull form more similar to the stone and coal and ore carriers than a lumber schooner. It is in this trade that she is best remembered. and I am of the opinion that she was originally designed and built for the ore and coal trade. But the days of steam, and the development of steel shipbuilding, has thrown these old timers out of business, and very little information is available, and it is for the preservation of what was done in the past that I endeavoured at least to preserve the lines and sail plan of the old ‘Lucia A. Simpson.” A full table of her dimensions is given in the opposite column and with the plans should enable ship modellers to make a satisfactory model of this interesting vessel. a % Design No. 187. Type: Lake Michigan Three-mast Schooner. Owner: Mr. Chas. J. Sanderson, 271, Becher Street, Milwaukee, Wisconsin. Builder : Manitowoc, Wisconsin, 1875. Registered dimensions: 127 ft. x 28ft. x 8-7 ft. Builder’s tonnage: about 265. Length, jib-boom end to mizen boom end: 192 ft. Length, billet head to taffrail: 138 ft. 10 in. Length on 9 ft. L.W.L. : 126 ft. 3 in. Overhang bow: 7 ft. 1 in. Overhang stern: 5 ft. 6 in. Beam over planking: 28 ft. Beam moulded : 27 ft. 6 in. Depth moulded: 10 ft. 6 in. Draught extreme : 9 ft. Draught to rabbet: 7 ft. 10 in. Freeboard bow main deck: 5 tt. 10} in. Freeboard least: 2 ft. 83 in. Freeboard stern: 3 ft. 7} in. Underside ot rail cap: 8 ft. 9} in. 5 ft. 43 in. 6 ft. 7 in. Displacement: 18,707-084 cu. ft., S.W. 534-48 long tons, 1,197,235 pounds. Displacement: 18,707-084 cu. ft., F.W. 519-64 long tons, 1,163,993 pounds. Block coefficient: -587. Prismatic coefficient : -729. Area LWL plane: 2,851-626 sq. ft. LWL plane coefficient: -806. Midship section area : 203-2 sq. ft. Midship section coefficient : -806. Length of entrance : 37-875 ft., 37 ft. 103 in. Moment of inertia of LWL plane: 152,429. Transverse MC above CB: 8-148 ft.—8 ft. 1} in. Transverse MC above CG: 3-614 ft.—3 ft. 73 in. Ctr. of buoy aft.: 66-064—66 ft. 02 in. aft. Ctr. of buoy below LWL: 3-492 ft.—3 ft. 5% in. Ctr. of gravity aft. : 66-062—66 ft. 0 in. Ctr. of gravity above LWL: 1-042—1 ft. 03 in. Tons per inch of immersion: 6-7 long tons, 15,008 lbs. ; SW, 6-15 tons, 14,560 FW. Area of wetted surface: 4,069 sq. ft. Tonnage underdeck: gross, 227; net, 215. Crew: 5 men. Area of lateral plane: 1,170 sq. ft. Area of rudder: 43-8 sq. ft. CLR of lateral plane: 65 ft. aft forward end. Sail area: flying jib 405 sq. ft., outer jib 370 sq. ft., inner jib 378 sq. ft., forestaysail 317 sq. ft., foresail 1,463 sq. ft., foretopsail 712 sq. ft., raffee 768 sq. ft., mainsail 1,627 sq. ft., maintopsail 910 sq. ft., mizen 1,280 sq. ft., mizentopsail 678 sq. ft. Total sail area: 8,908 sq. ft. CE aft fwd. end LWL 56 ft. CE above 9 ft. LWL 48 ft. 0} in. Lead of Centre of Effort ahead of Centre of Lateral Resistance: 9 ft. Maximum speed under sail: 15-70 miles per hour, 139 WHAT iS A MODEL YACHT? ANON. The article printed below is highly controversial and its writer boldly attacks the idea that the model should be governed by the same rating rules as the prototype. HE letter from Mr. R. Momber, of Cambridge, published in the August number of MARINE MODELS, raises a very interesting point. Accordbe ing to this gentleman, the model yacht must like the perfect husband, a miniature model of the real thing. According to the dictionary the word “ model ” bears the additional meaning of pattern. Now are model yachtsmen and also model speedboatmen to copy the full-sized craft or are they to boldly experiment and get ahead of the full-sized yacht? In other words, are we to be | copyists or originators ? As far as the A-class are concerned we are certainly originators, since this rule is practically the original of the new 5-m. R.C.Y.C. Class. To my taste the A-class are on the big side and over- heavy, but they have served to show us just how much weight can be propelled with a tiny sail-area. Whether the new 5-m. class will be a success remains to be seen, but I am rather afraid that the same fate will overtake this as overtook the 18-footer class, a rather similar rule. The 18-footer rule was a good one, but, in my humble opinion, the type of boat produced was not what is needed for a yacht of this size. The boats were wet and expensive, and I should expect the 5-m. to suffer from the same defects. What I think is needed is a more buoyant type of boat, more boat for the size, possibly a fast square stern c.b. yacht with good sea qualities. One point about the 18-footers and also the 5-m. is that the limits are set so close that one could almost design a boat to the limits and disregard the formula. The closeness of the limits may rating formule and not worry if the resulting yachts are unlike the big boats. Any resemblance is at best superficial so why worry to chase a will-o’-the-wisp and pretend our little yachts are scale models of an full-size yachts ? existing or possible class of The most interesting thing that has occurred recently is the remarkable development that has occurred in the 10-rater class, and the diversity of types that have been produced since designers once again turned their attention to the class and broke away from the conventional skimming dish with a waterline of about 40 inches. In this class the ingenuity of the designer can have full play and the science of designing is learning thereby. Every rating rule tends to cramp the designer in one direction or another, but the trouble arises when the designer is cramped in all directions. In the minds of some people there seems to be a rooted objection to the model yacht becoming a racing machine. The function of a racing yacht is torace. From the racing yacht the cruiser has been improved. Taking a line through other sports, we see that the racer must always remain a racer and nothing else. A racehorse is totally unsuitable for any sort of work; yet through racehorse breeding the breed of horses has been improved. ‘‘ Bluebird ” and her sister racing cars are not road worthy, and their drivers would not like to have to take them through London traffic: yet touring cars have been improved mainly through discoveries made in racing. “Miss Britain” is not seaworthy, and Mr, Scott Paine would not care to try a lengthy make cruise in her; tried out? selves in express cruisers and fast launches like the beautiful R.A.F. tenders. A Schneider Cup winner could not be placed on an Imperial Airways route ; for close racing and prevent too much originality on the part of designers. But in models do we want to cramp the designer’s style or to give him a free hand so that experiments can be Too heavy taxes on length, quarter- beam, sail, etc., tend to restrict experiment. For those who still hold to the shibboleth that the model should be subject to the same Rating Rules as the prototype, there are the 6-m. and 12-m. I.Y.R.U. classes. Actually the difference between a model yacht and the full-size vessel is so great that much adjustment is needed before the design of one is suitable to the other. It would, therefore, appear to be best to treat the model as being a miniature prototype rather than as a smaller edition of a full-size boat. If we are ready to accept this thesis, the only logical consequence is for us to frame our own yet from this boat and her sisters vast improvements have resulted that show them- yet here again discoveries made in racing benefitted the ordinary passenger "plane. have Therefore, I contend that the racing yacht, whether miniature or full-size, should be a racer and not ape a cruiser, worrying about seaworthy qualities, etc. Nor should we worry whether we ape the full-sized yacht of to-day or yesterday, our function is to provide data for the yachts of tomorrow. Our rating rules should, therefore, be framed to produce racing machines and give designers latitude for experiment. The freak of to-day becomes the commonplace of tomorrow. 140 HOW TO MAKE MODEL SHIP AND. STEAMER FITTINGS. (Continued from page 108). wee we will give our attention to ladders of various sorts, such as, accommodation, deck, iron and wooden. Fig. 49 illustrates a type of accommodation ladder, these are used down and along the ship’s side and have landing platforms, pintles and eyes, handrails and stanchions ; they are collapsible and when the ship is at sea are taken down and stowed away inboard. The ladder itself is of wood, the platforms are wooden gratings, stanchions of metal and the handrails sometimes of rope or metal tubing. The length of the ladder depends upon the ship and for which deck it is to serve; coincides top platform with the deck level while the bottom platform is adjusted to the right height above the surface of the water with the gunwale of a ship’s boat when afloat. In the case of a big liner or battleship this ladder By A. P. Isarp, A.M.I.Mech.E. Now select a strip of hardwood the same length but about 4 inch square, plane this also all over truly, screw this strip down the centre line of the base board for which the first piece of wood is required. Very carefully mark off in the middle a line at the angle the steps are required to be (45 or 60 degrees) and with a tennon saw cut through the strip right down to the base board exactly on this line ; if this saw cut is not made absolutely accurately all your steps will be wrong. The jig is finished Fig. 51. Take one of the long stde pieces of your ladder and place same on base board of jig pressing it hard up against the centre length and with the first division marking the position of the first step and exactly coinciding with the saw cut in the guide, now carefully saw half way through with your tennon saw guided by the saw cut in the jig, remove, push ladder side piece forward to next marking and repeat is of considerable length but for a small yacht sometimes only a few steps are necessary and often the ladder is merely hooked on to the footrail having the appearance as shown in Fig. 50. until all positions of steps are thus cut. There is nothing special about deck ladders and they must be made to suit your model and for the purpose required, often these ladders are made completely of iron. Iron ladders are always used in the engine-room and such places as holds of cargo carrying merchantmen. for permanence. The construction of any wooden ladder is very much the same but it is important to try and get the scale correct. The width should be the scale width required by one man, than is about 18 inches even down to 12 inches, the height of the tread about 7 inches but this depends to some extent upon the angle of the ladder; on vertical ladders the steps should not be more than about 6 inches. Accommodation ladders are sometimes at an angle of 45 degrees but often steeper, many being at 60 degrees. Select strips of good straight grain hardwood for the two sides making their width three to four times their thickness. Plane these nicely up to size and mark off in equal spaces the positions of the steps with your set square. Now make a little jig to guide your saw so that all the step slots or rabbets are at the same angle. To make this jig, first decide upon the angle the ladder is to be, take any piece of scrap wood about a foot long and a few inches wide by say, one inch thick ; plane all over truly. If your jig is perfect and you have been careful all step rabbets will be perfect. Of course the jig may be made much smaller from steel if required If the rabbet so made is not wide enough to suit the thickness of your steps then after making one cut just push the side piece along a fraction of an inch and make another cut, the wood between the two can be removed with a tiny chisel. After a little practice it will be found quite simple to produce ladder sides quickly and accurately. N.B.—The two ladder sides can be cut both together thus making sure that the their rabbets will coincide. The steps themselves should be cut off from previously prepared strips of correct size not forgetting to allow twice the depth of the cut in ladder side, the front edge of each step should be rounded but this is easily done before they are cut up by planing one edge of the strip. The steps should fit tightly but not too tightly or the sides will be split or distorted. They should be stuck in place with a good water-proof glue. lt is advisable to make quite a length of ladder which after the glue is set, can then be cut into the number of lengths required for your model ; in this connection the writer usually calculates the total length required for any model so that only one length need be made up. 141 D 8 . @ ome — r FIG. 50 i FIG 52% a a ae ss FIG SS. , IN THE MIDLANDS. In the absence of the donor the Cup was handed CITY OF BIRMINGHAM M.Y.C. It was decided at the Annual General Meeting that the Championship Cup should be sailed for during the 1934 season by the 36-inch L.O.A. Unrestricted Class. This ruling did not debar the boats of the Restricted 36-inch Class from taking part in the race, as the L.O.A. measurement was all that mattered on this occasion. ——— over to the owner of “Challenge” by the Hon. Treasurer, B. E. Garbutt. Our Club was represented at Fleetwood during the great race-week by three yachts and nine members. J. P. C. <+ man mn Six boats were entered and offered some keen racing. “Atom,” a Restricted Class boat, and ‘‘ Margo,” Unrestricted, tied for first place with 20 points each. The sail off was won by “ Atom.” The winning of the race was largely attributed.to “ Atom”. being suitably canvassed, while the larger boats carrying top suits failed to stand up to the winds. “Atom” is from the design of Mr. Daniels’ ** Babette IT.” Scores: Ist, “ Atom” (T, A. Divers), 20 points ; 2nd, “ Margo ” (E. W. Builder), 20; 3rd, “ Beryl” (K. Law), 11; “Nan” (H. F. H. Bach), 11; “ Nickie” (J. H. Cunningham), 11 ; ‘“‘ Edna May ” (T. Miller), 2. C. E. L. 4. 4, A. NORTH OF ENGLAND. BRADFORD M.LY. & P.B.C. The Annual 6-m. race for the “‘ Vernon Dawson ” Cup was held on July 21 at Larkfield, Rawdon. After several weeks of windless days we were favoured with a good breeze, giving a reach each way. The winner, “Challenge,” sailed consistently well and scored the possible 20 points, whilst the runner-up, ‘‘ Greta,” with 14 points, proved that, after many months’ disappointing results, she had at last “‘ found” herself. The yachts were as follows: “Challenge ” (E. North), “Curlew” (F. C. Hirst, skipper, A. Brown), ‘ ‘Edith ” (W. Harrison), “ Greta” (B. E. Garbutt), Progress ” (S.. Brayshaw, skipper S. Row), and “ Red Admiral” (S. Chadwick). The O.D. was W. Roberts, assisted by Mrs. Geo. Snow and H. Altoft. SOUTH COAST. LITTLEHAMPTON M.Y.C. The annual race for the ‘“ Leader’ Open Challenge Cup for the 36-inch L.O.A. Class, was held on Sunday, August 12. Only two entries were received from outside Clubs, both from the Gosport M.Y.C. The rest of the 13 entries were from the home Club. Owing to the late arrival of the visitors it was not possible to commence racing until noon, when the first two competitors were started on a beat to windward against a strong westerly wind. Three rounds were completed by 1 p.m., when a halt was made for lunch. On resuming the weather had changed for the worse, and the wind had increased to almost gale force, accompanied by rain squalls. Racing, however, was continued, the very strong wind testing the boats and gear to the utmost, but except for a few minor damages all boats completed the race. After some very close racing “ Endeavour ”’ (O. Cutler, L.M.Y.C.), proved to be the winner with 55 points out of a possible 60—a very creditable performance under the very trying conditions, “‘ Sea Breeze ” (A. Kelly, L.M.Y.C.) was second with 50, and “Jose” (J. Johnstone, L.M.Y.C.) third with 40 points. Messrs. J. Robinson and Weeks aided as starters and judges. The Hon. Secretary of L.M.Y.C. 134, Arundel Road, Littlehampton. is A. Kelly, A..K. GOSPORT M.Y.C. The contest for the Samford Cup for 6-metres was held on July 7. This trophyis raced for every six months. There were 12 entries, but one boat was disabled in the third round and another had 167 to retire owing to a technical hitch. ISLE OF WIGHT. A good sailing breeze from the south-east gave a beat and a run. Result : Ist, ““ Eastward” (L. Sweet), 31 points ; 2nd, “Phoebe” (R. Jurd), 30; 3rd, ‘ Peggy” {A. Gome), 28; “Eastern Star” (C. Crane), 27; “* Anneen * (F. Churcher), 22; 21; “Nada” (C. Cresdee), “ Folly ” (J. Read), 20; “Iris” Gunton), 15; “ Lorna” (W. Shell), 13; (A. Clements), 13. (R. ‘“ Thalia ” The Club held a race for the A-Class on July 14, points counting towards the Club Championship. There was a fluky north-westwind. Result: Ist, ‘‘ Jasmine” (H. Baker), 25 points ; “Caprice”? (R. Lance); and ‘ Hesperos ” (R. Jurd), 24; “Bluebell” (P. Jackson), 21; “ Ryecliffe ’ (R. Cains), 16; ‘‘ Alliance” (W. Hartley); and “Z’moya”’ (Cdr. Behenna), 11; ** Vigilant ” (J. Munster), 8. 2nd, The race for the trophy presented by Mr. and Mrs. J. Munster of Southsea was held on July 21. Ten A-Class boats entered. A light breeze from south-east gave a beat and a run. The O.O.D. was Mr. Clark, with Mr. Day as scorer and Messrs. Gemes and Read as umpires. Result: RYDE Ist, “Caprice” (R. Lance), 40 points ; “Bluebell” (P. Jackson), 16; “‘ Fantasia ” (H. Rollason), 11; ‘‘Zmoya” (Cdr. Behenna), 2. The trophy was presented to the winner by Mrs. Baker, wife of the Hon. Secretary, in the absence of Mrs. Munster. W. G. B. YACHT CLUB. large number of spectators. The membership, too, steadily increases, being, at present, 54. The races are held fortnightly, with the results as follows : June 20. First race: Ist, ‘“ Naiad” (J. Bur2nd, “ Paula” (A. Hills); 3rd, ‘‘ Osmond ” (E. Newnham). Second race: Ist, ‘‘ Norah Jean” (J. Cooper); 2nd, “* Medley” (F. King) ; den); 3rd, “Paula” (A. Hills). Junior Section: N. Hair; 2nd, B. Gill; 3rd, F. Filer. Ist, July 4. Almost a perfect calm. The Secretary had the sad duty of announcing the regretted passing away of the late E. E. Marshall, Esq. It cast a shadow over the evening as he was well known to the Club, and the members stood by the lakeside and kept the minute’s silence in remembrance. July four 2nd, “‘ Iolanda’’ (W. Shell), 33; 3rd, ‘“‘ Shannon ”’ (H. Pyne), 30; “ Vigilant * (J. Munster), 27; “Jasmine” (H. Baker), 24; ‘‘ Ryecliffe” (R. Cains), 22; ‘“‘East Anglian” (C. Crane), 20; MODEL The Club’s racing has proved a great attraction both to the residents and visitors judging by the 18. classes. The yachts have been divided into Class I. Ist. ‘‘ Keewaydin” (F. Searle) ; $2nd. “Scud” (T. Thorne). Class II. Ist, “‘ Paula” (A. Hills) ; 2nd, “ Medley ” (F. King). Class III. No entries. Class IV. Ist, “Wag” (G. L. Matthews); 2nd, ‘ ” (B. Gilling). Junior Section: 1st, P. Hodkinson ; 2nd, R. Searle ; 3rd, B. Gill. A. K. ad Our Seottsh Page ay being the paramount holiday month in Scotland does not as a general rule provide a great deal of racing but this season is an exception several important events having taken place. Scottish A-class has been busy. Although the fields remain small, perhaps an added zest accrues and keen sailing results. On 2lst July at Saltcoats “Lady Jean” (D. Leggat) returned 22 points out of a possible 25, with ‘Coryphene,” (I- McPherson) 13 as second, and “Varna,” (A. Cowie) and ‘“Westerlee,” (J. N. Todd) joint third with 12. “Luss,” (D. Bonnar), with “Lexie” (C. Blair) had 8 each. The Lilian Cup race also at Saltcoats the following week brought out eleven entries. This race virtually constitutes the Championship of Scotland for the class and appropriately enough in view of the Fleetwood results, was deservedly won by ‘‘Da Shetland Lass” (A. Johnston, Thule) with 41 points out of a possible 45. ‘“Norna” returned a card of 34 to take second place. “Northern Scot” had 31. “Silver Wings’ 25. “Coryphene” had to scratch owing to damage sustained during the preliminary trimming practice. A good fresh breeze enabled fast passages to be made and the complete tournament only occupied three hours. We congratulate Mr. Johnston on his accomplishment which is his third success in this competion. Provost Kennedy presented the trophy and the Saltcoats Club kindly entertained the competitors and officials to tea. Commodore Todd was in charge and had the assistance of the Scottish Secretary, with Jas. 8, Hutton and stewards provided by the local club. Paisley was the venue of the Inter-Shire race on 28th July but we were engaged at Saltcoats and no intimation of the result has reached us. The Paterson Cup race for 12-m. over a triangular course at the Barshaw Park waters on 14th July was favoured with a nice sailing breeze and proved most successful. ‘Iris’ (T. Ross), with 24 points took the cup, with “Arcturas”’ (Commodore Chalmers) 21, and “Vera,” (Rear-Commodore Douglas) 20, pressing hard on her heels. D. Leggatt in charge as 0.0.D. with A. Robertson and Jas. Gilbert assisting. The new Saltcoats waters are proving a valuable attraction to the Burgh and a considerable number of spectators invariably follow the proceedings at all the races. We hope this will eventually lead to increased public understanding of the inherent fascination possessed by the sport and already there are indications that the interest evinced is not merely of a transient nature. At the race for the Kemp Shield for 6-m. staged on 4th August a large gallery was present during the earlier stages but some sharp showers developing later in the afternoon drove the majority to shelter. Seventeen competitors, representing ten clubs, were forward, all keen to provide the first name on this new trophy. A strong S.W. breeze gave somewhat heavy weather for this comparatively small size class but served to illustrate how capable the craft are under even adverse conditions. We are sorry to say that the sailing fell far short of what it should have been. Probably the strong wind was partly responsible and undoubtedly the models had to face as much, or rather more, than they were able, but still this did not account and unaccountable phase which cropped up and will subside as quickly. Notwithstanding this criticism some of the boards were exceedingly good and the ultimate winner, “Violet,” (A. W. K. Rodrick, West of Scotland Club,) was beautifully handled by Messrs. Norman and Leslie Rodrick acting as Skipper and Mate respectively, and deserved her success, the card showing 27 Another notable points out of a possible 30. example was shown by “Susie,” (R. H. Malcolm, Port Bannatyne) which ran second with a score of 24. In passing, we were pleased to see the advent of Port Bannatyne in open competition and we hope to see a good deal more of them in future. The spirit exhibited by this team inducing them to cross and recross the open Firth by Motor Boat against a nasty 8.W. wind and rough seas is to be commended and frankly we should not have cared to undertake the task. ‘‘Merlin,” (C.. Roxburgh, Kilmarnock), and “Senga” (J. Blair, Saltcoats) were jointly third with 22 points. Mr. Harry Kemp, accompanied by Provost Kennedy, presented the trophy and expressed his appreciation of the thanks tendered to him by.the Provost on behalf of the competitors for generously gifting the handsome shield. Subsequently the competitors and officials were entertained to tea by the Saltcoats Club in the course of which Mr. N. Rodrick was prevailed upon to make a brief speech in which he conveyed his pleasure at securing the honour of winning the first race for the shield and the hope that the trophy would stimulate interest still further in the 6-m. class models, already probably the most numerous in Scotland. Secretary Hutton as starter, with Secretary Muir of Paisley as marker, together with stewards from the local club, rendered us most efficient assistance in the conduct of the race. More slack- Fleetwood. Puir old Scotland! Congratulations nevertheless to “Glengarry,” her owner and skipper. ‘Lang may their lums reek.” for some time and we trust it is only a sudden THE ScorrisH COMMODORE. for quite a few unsatisfactory boards. ness in handling developed than we have seen Solving the transport problem. Mr. H. K. Corby attends to the stowage of three A-class boats on a Ford 8 saloon for their return to London after Fleetwood Regatta. The yachts are ‘Symphony II,” “Conquest” and “Thalia.” doubt whether Those who boats above 45 inches over all are suitable for transport in the average family car should study this picture. Photo: C. A. Maunder Foster Advertisements ili e Don't miss BASSE TT-LOWKE’S Model Motor Boat Stand at the **IOLANTHE.’’ ‘‘MODEL ENGINEER” Price Exhibition. a 35/-. A complete range of new lines will be on view, and experts in attendance will be pleased to answer your queries. A splendid new steam power unit, the “Davis” and turbine, new super detail models, new ships’ fittings. Bring your “wants” to the “BASSETT-LOWKE” Stand. No. 18. A.5, Model Engines, B.5 and Model Ships S.5 available Catalogues on Model Railways, at the stand price, 6d. each. Model Cabin Cruiser ‘‘TURBINIA,”’ fitted with the new Davis turbine. BASSETT-LOWKE S London Branch: LTD., 112, High Holborn, W.C.1. Northampton Manchester Branch: 28, Corporation St. J cr > BOND’S “Simplex” Petrol The Engine Cheapest and Most Up-to-date Engine on the Market. THe “SIMPLEX” ENGINE is the only Engine which is fitted with 3% nickel steel Drop ForcGEep balanced crankshaft and valves, Electron crankcase and piston, at the prices as below. Latest type of head design, with inclined ports. Car type valve gear, having large flat headed tappets and ignition make-and-break. FINISHED ENGINES: Complete with plug and contact breaker. ti” stock. Air or Water Cooled 13” bore and £6:6:0 Castings only, comprising Electron crankcase and piston, Iron cylinder liner, head, flywheel, Aluminium cylinder jacket, Gunmetal bearings and connecting rod; also full size detail drawing, 17s., carriage 1/3. Castings and materials, including finished gears, piston rings, valve springs, screws, metal rods, drop forging, etc., 30s., carriage 1/3. BOND’S “Phone: Museum 7137. O”’ EUSTON ROAD LIMITED, 254, Euston Road, London, N.W.1 Estd. 1887 Advertisements iv 4 > f ARNOLD’S Read Stop Watches at ‘The Shipmodeler’”’ Maker’s Prices section of Ideal for timing all Racing Events to within 1/5th second and guaranteed three years. HOBBIES MAGAZINE SEND FOR ONE ON APPROVAL Convinced 10c. Sample Copy Subscription Canada send Illinois, one for seven days’ trial, $1.50. $1.75. with it. Our watches have been supplied for years to Imperial Chemicals Co., Ltd., Anglo Persian Oil Co., Ltd., Columbia Graphophone Co., Ltd., Cosmos Lamps, Ltd., and unless Corp., any you obligation are to thoroughly purchase satisfied other leading firms. Direct from the makers— 2810, S. Michigan Ave., Chicago, you without Publishing Lightner of the superiority of our Chronograph Stop Watches, we will A. U.S.A. ARNOLD & CO. 122, St. John St., Clerkenwell Road, London, E.C.1 \.. ‘mh 3 CADBURYS MILK CHOCOLATE awummms a «€©6IN HALF LB., QUARTER LB. | FOR SALE. “a 36-INCH RESTRICTED CLASS ‘Nancy IV’. and £3. Jones, 11, Haldane Avenue, Competitive Prices. 10-RATER. F. E. Mathews, 59, Artesian Road, London, W.2. ~ and £5 5s. Od. Suit Club Library. MODELS Offices. Printers, Ltd. MODELS. MARINE . Let us quote you. H. G. STONE & CO., Complete set MODEL MARINE ‘ for Model Yacht Clubs. Two 36-INCH RESTRICTED CLASS and One YACHTSMAN games Drinting + Birkenhead. BOUND VOLUMES. BLOCKS We specialize in all kinds of Daniels design. Second National Championship 1933. Bread-and-Butter, 3 suits Sails, Recently over3 Masts, Travelling Cases. hauled. 2-OZ. Town J \. Green, (Printers of this Magazine) Wymondham, Phone; Wymondham 55. Norfoik. Branch Works Attleborough _— Letters intended for publication must be written on one side of paper only and bear the signatures of the writers (not necessarily for publication). Letters should not exceed 300 words in length if possible. The Editor does not undertake to publish all letters received nor do we necessarily agree with opinions expressed by Correspondents. Isles. It cannot be emphasised too strongly that the 50-800 Marblehead Class is a proved success in America, so why should it not be the same here also? There is one (designed by a member—a naval architect) on trial in the Ryde M.Y.C., which is quite a normal craft and shapes up excellently. It is much to be regretted that there is such hair-splitting as to what a ‘‘ model ” yacht should be, and also that, considering how quickly ideas alter, the terms of “pretty” and “beauty” should be applied to model yachts. Yours faithfully, ARTHUR KERRIDGE, Hon. Sec., R.M.Y.C. 56, Park Road, Ryde, 1.0.W. the 10-raters which are in fact good, fast boats or the 36”, if small craft are wanted. So, in spite of the 1000 American 50-800 models I will Sir First making the confession that I have not looked so much into the Marblehead 50-800 Rule that even if I were fond of that class and I were li – vw the 50-800 class it would be much better keeping put one question: What’s the use of more classes than the A-class (an excellent class in my opinion), the metres, including 6’s, 10’s and 12’s, the 10-raters, and the small restricted classes? There are plenty to make a choice among. K. SVARRER, Kobenhayns Model-Sejlklub. MARBLEHEAD 50-800 CLASS. Dear Sir, There has been some criticism of your published design “ Iris,” and this class, in general, in MARINE MODELS. Let me say that the majority of boats of this class are not of the freak variety. ‘‘ Shadow,” one of the best, certainly is not. ‘‘ Broom,” a consistent winner at Marblehead, is more or less after the order of “‘ Live Yankee,” the famous Hereschoff yacht. I have sent you a copy of Popular Mechanics with my article on building a model to this class, This magazine has a large circulation, 650,000, so the class is now known if not before. About 150 sets of the plans offered were sold—about 20 in Canada, 1 Germany, 1 South Africa, 1 Cuba, 1 Porto RULES FOR SMALL CLASSES. ee classes’) I would think that instead of adopting Rico that I know of. Of course, some will build from the plans published with the article, not ordering ‘the regular blue prints. Yours sincerely, GEO. BARON. confident with its special peculiarities and advantages [The copy of “‘ Popular Mechanics” sent us by I say, that I am quite consenting with Mr. Marsden when he says that all those classes are quite spoiling inter-club racing, and I will go a step farther and say that too many classes also spoil internal club racing, for many clubs, specially new clubs, will think it advisable, besides ‘“‘those mathematical formule’’ to adopt an “easy” formula, not to say Mr. Baron contains a very able article by Mr. Baron detailing the construction of a _ bread-and-butter model. This is illustrated with a design of a Marblehead class model developed from Mr. Baron’s successful boat, “ Torpedo.” Mr. Baron sends us a batch of photographs of Marblehead boats which even the most prejudiced could not find fault with—Ed., M.M.] = who appreciate the latter there are the already existing classes, 6-m., 12-m. and the A-class. Could they not confine their skill and energy to these and so allow the first school an opportunity, since all model yachtsmen are not mathematicians, and, after all, life is short ? There seems to be no logical reason why one section should wish to govern the whole model yachting in the British a couple or several of them, and you have the interest spread over too many classes. Though we have not adopted the 10-raters (we have plenty to do with getting rid of the smallest of our ““KMS- ay AN INTERMEDIATE CLASS. Dear Sir, After reading the correspondence, the position seems to be this. There are two schools of thought— one desiring an ultra-simple measurement rule, as the 50-800 Marblehead Class, and the other preferring a mathematical problem. For those 170 FROM THE ORIGINATOR OF THE challenges for it now and more expected later. is a two day race. MARBLEHEAD 50—800 CLASS. Dear Sir, I would like some information in regard to the Marblehead 50—800 Class in England and I thought you would be able to give it to me. I understand that the class is to be adopted in England. As I am the originator of this class, naturally I am anxious to see it adopted in other countries and I would like some first-hand information as to how other countries feel about this class. It is by far the largest class in this country ; the International A-class, both in number and popularity. Of course, the beauty of the class is the simplicity of the rules and ease of transportation. Anyone can build one and It If there is anything you may wish to know about the class here in America or racing in general please feel free to ask at any time. Yours sincerely, ROY F. CLOUGH, Commodore: Marblehead Model Yacht Club, Inc. A number of letters including several from the States, in favour of this Class, are unavoidably held over until our October issue. Editor, M.M. out-ranking any car can carry one. I have just attended a regatta at Rensselaer, New York, where there was sixty-five entries. The class, starting in Marblehead, has rolled across the country gathering size all the time; starting new clubs, bringing old clubs back to life and reviving the sport enormously. While some of the A-class men ‘die hard,’ the fact that most of them are building to this class and some of them are selling blue-prints of the class shows that they can see the Marblehead 50—800 Class has come to stay. You can see by the enclosed schedule that my club is having a very busy Summer. What are you people doing with the class ? Are you building to it ? If not, you are missing a lot of fun. It is a fine, very fast sailing boat and very easy to build and that is what counts. If a boat is fast and easy to build, it means that more people will build and sail model yachts, and that is what the sport wants; more sailers in the clubs which in the end means more finances for the clubs and the Associations to carry on the great sport of Model Yacht Sailing. Would you be kind enough to give me the addresses of the Secretaries of the German and French Associations, or anyone in these countries or any other country that is interested in model yacht sailing. Let’s all get together and make the Marblehead 50—800 Class an International Class. It is very interesting to know how this class be. Never dreaming at the time that I came to was starting something Sir, For long enough the Model Yachting Association has been trying to impress on clubs the importance of correct measurement, whether for open events or club races. It may be contended that this does not matter in club events, but it does. The representatives of a club for an open event are determined (or should be) by the results of racing in the actual club itself. Even if the selected boat is in rating herself, her position may have been materially affected by the inclusion of boats out of rating. To prove this take the result of any match of, say, eight boats, and go through the score sheet and delete completely the scores of, say, three. Will the same boats be left first, second and third? Occasionally they may, but in the majority of cases they will not. Again, is it fair to permit boats over rating to race against boats in rating, even in a private club event? It is, therefore, something of a shock to me to see a responsible model yachtsman, Commodore of a club, and member of the M.Y.A. Council, advocate a rule such as Admiral Turner’s, which embodies Q.B. measurement and suggesting that to make things easy for club measurers such an important factor in the formula as Q.B. be taken for granted. Anyone who has measured models knows that models rarely have the two sides alike. A wellknown A-class model which was most successful had a difference of over 1” between her port Q.B.L. and starboard one. Again, it is useless to assume that amateur builders turn out boats accurate to design. I have seen a designer look at a boat from his own pub- lished lines and fail to recognise her! Some amateurs turn out work equal to the best professional jobs, but these are a minority. Marblehead we have a club of about members with about 75 boats all told. We According to my calculations a boat under Admiral Turner’s formula with a rating of 31” would be allowed 784 sq. ins. of sail on a 33” L (average of L.W.L. and Q.B.L.), but only 692 sq. ins. on 34” L. Here in are OF ACCURATE MEASUREMENT. that was going to sweep over this country and part of the World. 100 THE IMPORTANCE incorporated and have money in the bank. We are very busy now getting ready for the races for the Marblehead Perpetual Challenge Cup. This is a National race open to all clubs affiliated with the National Association. We have seven I do not know of an A-class measuring machine that can be adjusted short enough to measure the 171 class proposed, and fresh machines would certainly have to be made. I am not entering into the discussion as to the merits of the rule, nor yet of the Marblehead rule, but simply pointing out that, if adopted, proper measurement must be undertaken, and not based an imaginary Q.B.L. as suggested by your on correspondent. If he is going to assume one measurement, I suggest that your correspondent assumes the other two factors that constitute the formula. The measurer’s job will then be simplified and all the boats well in rating ! Yours, etc., STICKLER. Sir, T don’t like you calling The Tongue and Groove Planking my system, for indeed it is not—if you read a few lines down in the article in the June number, you will quickly “discover” that the inventor of that method of planking is polytechn. assist. Johs. Gommesen—and not I; that will also be clear from the two lines concluding the article ; the only thing I have had to do with Mr. Gommesen’s method is to make it clear to the readers of this I find that the method described by “Sailor” may prove very satisfactory, but I may tell that T myself was afraid of the tongue being likely to break or crack at the root, and therefore asked Mr. Gommesen. He said there was no cause to fear that, at any rate not if you do not make the grooves to deep, but of course—Mr. Gommesen is a man of accuracy—everything, the grooves as well as the tongue, must be made exactly in the centre of the edge of the planking. K. SVARRER. CLUBS AND THE BREAK-AWAY QUESTION. Sir, The letter from ‘‘ Nemo,” published this month, raises the interesting question of how far the Model Yachting Association should interfere in the private affairs of a club or clubs. As a general rule I take the view that on no account should the National Authority mix in the affairs of its constituent clubs unless requested by the Committee or Club in General Meeting to do so. The question of a break-away is rather a different matter however. The reasons for members ot a club breaking away and forming a fresh club may be several. A quite legitimate reason is that a further water becomes available, more convenient to some concerned by reason of divided forces and interests. As regards the second reason, I do not see that anyone can prevent this occurring, but in the case of the third I feel that something might be done, though not quite on the lines that are suggested by “Nemo.” When the new club applies for affiliation, I think that they might be asked their reason for the break-away, and then a letter written by the M.Y.A. to the parent club, to the effect that application has been made and that it is understood that the cause of the break-away is dissatisfaction about a Committee decision, and asking whether the original club would prefer the new club to be recognised or TONGUE AND GROOVE PLANKING. magazine. In the last three cases it may be that the club members who break away decide to sail on the same water as the parent club to the detriment of all members. Another reason may be that certain members desire to adopt a class of boat the club refuses to cater for. Yet another reason may be dissatisfaction with the ruling of a club committee and a sense of injustice. Finally, there may be personal animus at the back of the matter. to submit the whole matter of the original dispute to the M.Y.A. Council for decision, both parties agreeing to abide by the verdict. In other words, if the Committee is proved in error, the section that has broken away shall receive an apology and be reinstated, but if the parties prove irreconcilable, the new club will have to be recognised if it fulfils the requirements for a club, always provided the matter of the dispute does not involve foul sailing or other undesirable happenings. The fourth reason I give up as a bad job. Unfortunately, these things will happen, and I think it should be treated in much the same way. In any case I do not see that the National body can interfere unless one party requests it and the other consents. Yours faithfully, FAIRPLAY. MODEL YACHTING IN TORONTO. Dear Sir, I enclose photos of two models which I have under construction. The one of “Blue Nose” shows her according to her designer’s idea, but in construction her bow was raised 18in. to keep her drier. This spoils her shear and bow, which looks like a Roman nose. This is a bread and butter model $ in. = 1 ft., or 72 in. O.A. As painted now she shows no white on her topsides, and her foot top is a very thin white line. This model has a removable fin keel for use in sailing. She is pine with the joints pegged every inch with hardwood toothpicks, at a tangent to the skin. I don’t like wire sewing. Her sails are now made with bolt ropes sewed on, and I hope to have her in the water shortly. The other model is “Cutty Sark” at 3 in. = 1 ft. Also a sailing model with a pin fastened by four bolts in tubes right up to deck level. Wing nuts under the deck houses hold the outside ballast on to the keel and prevent strain on the framing. She is framed in sawn oak and planked with 3; in. by in. basswood. She has about 4,000 rivets in her, 32 planks to a side. Her trail boards and figurehead are carved from holly wood. I am longing to see her afloat, although I am not so sure 172 sailing her from a skiff will be easy. Mr. Douglas J. Boyle won’t agree with me about this model. But I made up my mind to try out a clipper hull some time, and hope to find her fast, and if not fast at Her rig will be someleast a pleasure to watch. what simplified for sailing, but I may make a show rig for exhibition purposes. My method of making ribs was, I think, unusual. I had them drawn on paper stuck to the wood, which was # in. thick, then had them hand sawn. Then with a fine saw I split each into two which gave me ribs rather over 3 in. on the face. They were checked for the keel at the same time, and everything went together beautifully. We are having our first organised races this year. The Canadian National Exhibition has kindly sponsored these races. We will have large crowds to see us, and we hope we get good weather. It is over 100 deg. in the shade to-day and very humid. We have a sheet of water about 300 ft. wide and half-a-mile long, and will sail from skiffs. Would we had a lake. Two classes will race. International “A” and an open class, not under 36 in. L.W.L. This latter may, at the discretion of the judges, be split up into sections if the entries are too extremely different. Wish us luck. Yours very truly, ARTHUR M. BRYDON, Comm., T.M.Y.C. 62, Duggan Avenue, Toronto, Ont. Three of us and Mr. Pigeon left Fleetwood at 5 p.m. on the Wednesday following the presentation of the International prizes, and as we proceeded south we visited the Mersey tunnel, Chester, its Cathedral and quaint shops, and walked on its two miles’ long 14th century wall, which replaced a Norman and Roman wall. Thence to a real old-fashioned hotel at Wym, where, in spite of our late arrival, we had a wonderful supper. Next morning, after a good breakfast, we started and arrived at Stratford-on-Avon, visiting Shakespeare’s birthplace, Ann Hathaway’s cottage and the New Festival Theatre—the interior of which was greatly appreciated. From thence to Oxford, where many peeps were taken at the old University buildings, and then on to Henley-on-Thames, where the quaint town and international course were viewed. Leaving there and passing through Maidenhead, the famous pleasure river-town, we arrived at Windsor, wherethe great size of the Castle astonished our visitor. Then across the Home Park—viewing the three mile “ long walk,” and thence on to Hampton Court Palace of Henry VIII and Wolsey fame. The fine beauty of this pile was greatly admired, as was also the famous grape vine. A walk along the “Long Water”? from the Palace in due course landed us at the Rick Pond and the Club house of the Y.M.-6 M.O.A., where many of the previous International Champion boats were looked at, and from there into London and the Savoy Hotel. Mr. A. M. Brydon’s model of ‘Cutty Sark.” A WELL-PLANNED ITINERARY. Dear Sir, It was a matter of regret to the competitors at Fleetwood that the American challenger, Mr. Pigeon, had to sail back to America within three days of the termination of the races. This regret was the more pronounced as he had, by his helpfulness and kindliness to all and sundry during the week of the British Championship and selection races, endeared himself to us all. I believe that many will be glad to know that Mr. Pigeon succeeded in seeing something of this country after all. The next morning we continued by showing Mr. Pigeon the Strand, the Law Courts, Lincoln’s Inn, the Temple Church, with its monuments of the Old Knight Templars, Inner Temple, and its Hall, where the barristers-to-be eat their ritual dinners, Fleet Street and Ludgate Hill to St. Paul’s, the interior of which was greatly liked. From thence onwards to the Monument of the Great Fire of 1666 fame, and on across London Bridge, back again over the Tower Bridge, and so into the Tower of London, where all the sights of its historical past, and the Crown Jewels of the present, were inspected. Thence along the Embankment to the Houses of Parliament, the beauty of which were much admired, and thence into the historical Westminster Abbey, after first setting our watches by Big Ben. After this we went up Whitehall and saw the Horse Guards, then Buckingham Palace, and into Hyde Park, calling for tea in Kensington Gardens, and then on to the home of Model Yachting —the Round Pond. Then around Kensington Palace and from there to the South Kensington Museums, where three things stood out as having been clearly inspected. a. The original steam locomotive, “ Rocket.” b. The original aeroplane Wright brothers in U.S.A. first flown by the c. The half-section models of the famous racing yachts. After this Mr. Pigeon decided to “ call it a day,” and so he was delivered to Liberty’s store in Regent Street just before closing time. I know that Mr. Pigeon appreciated the beauty of the country which we had passed through, and had enjoyed his tour. Fortunately, the weather was kind on both days. Tam, etc., UC. A wonderful tour for so short a time. Thos. Cook’s have nothing on our Correspondent! Editor, M.M. HOW TO MAKE THIMBLES. OTM= of the most awkward little bits of shaping that confronts the model yacht builder and ship modeller is the Thimble, but if suitable tools are used about a dozen can be turned out in an hour. The requisites are a piece of steel or brass wire 13 gauge (about 54” diam.), strip of 21 gauge (sx”) brass ;°;” wide, a }” drift, a pair of 6d. pliers with wire cutting aperture in jaws, an old hand chisel which is converted into a ;%,” ‘fuller’, and a vice. To prepare the pliers, heat to cherry red, thus disposing of any temper and allow to cool slowly. The cutting portion of the jaws is then filed out to the outside dimensions measured inside the groove of the finished thimble as in Fig. A.l. The chisel is then prepared to act as a ‘fuller’ by being cambered as shown in Fig. B1. Take a piece of 5%,” brass strip about 9” long for convenient handling and file along each side to form a chamfer as in Fig. 1. vice to #4” between the jaws, Then open out the lay the strip along with the chamfered side down and run along with the fuller keeping it in the centre and the strip central over the vice jaws. It should perhaps be explained that in the of the shipyard to ‘run along’ with a tool means that the tool is held in the necessary position and a blow or series of blows struck on vernacular the head of it, the tool being moved required line and the process repeated. along the The strip is thus shaped to a wide U shape. Then open the vice jaws and squeeze up the U bringing it to the shape shown in Fig. 2. Saw into 1” lengths and file up the ends to an angle of approximately 35 degrees as shown in Fig. 3. The work should next be annealled. Open the vice jaws to ;’;”._ Take the 3,” wire in the right hand and put it in the groove of the strip which is held in the left hand. Insert both in the vice, By D.R. Figy 1 17} keeping the lips of the U vertical. A slight pressure with the right hand holds the U piece against the front jaw of the vice whilst screwing up with the left. On this size thimble the actual distance that the first bend on each bend begins is {,” measured as shown. ~ A nice brand new vice, by the way, is no use for this job unless the sharp corner at X has been grooved with a #” round are fitted. file or lead jaw pieces Now with a very light tap on the fuller, the end of which is placed in the groove, bend as shown in Fig. 4 but no more. Take out of vice and close the U, which has opened out, a shade more than it was before bending. This will straighten it back again to a certain extent. Return to the vice and repeat the process but do not bend more than shown. ns | Turn end for end and repeat. Make a staple of 4” wire with the ends flush. Hold the now half-made thimble by it with the crown towards you like a pair of spring Place in the ‘scr, and saniieetn slowly Ee iecuon the shape shown in Fig. 5. Keep the lips tongs, closed as they open out in the crown, but not more than shown in Fig. 6 at this stage of the proceedings. Next : : place the thimble in the : pared sire and finish closing. it will be ehised jaws of the pre- that the lips are rising in the crown all the time during this, and they should be kept down by light taps with the ball pane of the hammer . Do not forget that the underside also requires attention . Take the thimble out and turn over. a kink in the inside of the crown hold , If there is in the vice and lightly drive at” drift: eg shown by the shaded as ye portion in Fig. Al. in the pliers The finished thimble clear in the groove and the points are squared off after bending. : To assist – readers to ° get Bi correct proportions | eas . Saat ore for a thimble to take a 2” rope which conforms pate cg to Admiralty proportions. The drawings illustrating this article were specially prepared for us by Mr. G. W. Reason, to whom we tender our best thanks. “BETTY V” hors de combat. In a practice run just a fortnight before this year’s International Race, “Betty V’ shipped some water with the result that she blew her cylinder head off. By working all hours Messrs. Innoce nt Bros. had her running seven days later, and she won the International two weeks after her accident.