Marine Models: Volume 8, Number 6 – September 1935

7 he ol WS Hata aevee Vol. VIII, No. 6 Published on the Seventh of each Month EDITORIAL HIS year’s International Races at Fleetwood, which are reported at length elsewhere in this issue, provide much food for thought. In recent years considerable advance has been made in the design of model yachts, in their sails and gear, and in the standard of handling generally throughout the country. We have, however, accepted certain things as facts, but this year many of our ideas have been upset. Never before has the International event been won by a full-keel model, nor has a model fitted with Vane steering gear ever been successful in any important event in this country. Yet Mr. Berge has won the International Cup at his first attempt with a fullkeeler fitted with Vane gear. Is it possible that in the Vane gear lies the secret of making full-keel models perform as well as fin-and-skeg? Is the Braine gear more suitable for fin-and-skeg while the full-keel calls for Vane steering? These are questions which the model yachtsman will ask himself, and next year we are certain to see many boats with full-keels and Vane steering. In our issue of October, 1932, we published an article giving full particulars of this gear. Again it has always been assumed that models should sail to windward without helm. Exponents of the Vane gear use helm on the wind, and in full-scale practice every yacht carries a little helm under these conditions. Moreover, many yachtsmen assert that while a large angle of helm is retarding in effect, a small angle (say, 5°) is no detriment. Which is correct? And how should our yachts be balanced to obtain the best effect? We think it is amply proven that the hull itself must be perfectly balanced. Several systems of balancing a hull exist, of which the M/C shelf system and the Volumetric method (see The Model Yachtsman, Vol. 1, No. 3) are perhaps the best known. There are also several systems of drafting a hull that produce a boat that will balance by the above or any other methods. That leaves us to determine some means of matching the sails-to the hull. The theory of “lead ” between C.E. and C.L.R. is exploded, as it has been proved that the centre of effort is not the effective centre of the sailplan, any more than the C.L.R. is the effective centre of lateral pressure of water against the leeward side of the hull. Yet what determines the performance of a boat in this respect is not so much the position of these two centres in relation to each other as their respective positions with regard to the axis of the boat. The fore-and-aft position of this pivotal point can be considered as being the calculated C.B. of the vessel. As the C.G. automatically falls in the same fore-and-aft position, we have at least one known position to go on. ey Osal bet rs i ree oe ae epee 134 MARINE Turning to other matters arising from this year’s International Races, we draw attention to the conduct of H.M. Customs at Southampton. When M. Boussy, the French representative, arrived at Southampton en route for Fleetwood, his yacht was impounded and a duty of £5 demanded. He was kept hanging about for two whole days before matters were settled. Ultimately the duty demanded (£5) was paid and M. Boussy was informed that it would not be recoverable when he took his boat home again. A foreigner can come to Britain to play in a golf or tennis tournament without being treated in this intolerable fashion. It is true that a model yacht is more valuable than a bag of golf clubs or a tennis racket, yet this discrimination against model yachtsmen should not exist. Even if some security is considered necessary by the Customs, why should it not be recoverable on re-export as in the case of deposit on cars belonging to visitors from abroad? What it amounts to, is that M. Boussy was fined £5 for bringing his boat to compete in a race in Britain. We ask, what is the practice with regard to 12 sq. metre sharpies sailing in international events? Do they pay a heavy nonrecoverable duty? These little yachts are imported by steamer, as was M. Boussy’s model, and the case is on all-fours, except that the model yachtsman received very different treatment. The M.Y.A. Regatta Committee communicated with the Customs at the various ports beforehand. At Hull, Harwich and Liverpool, the foreign competitors were treated with every consideration and the necessary facilities for free entry extended. At Southampton alone was this difficulty experienced. The matter must not be allowed to rest, but demands official investigation. There is at least one Member of Parliament who is an active model yachtsman, though no doubt other members of our legislature are interested in the sport. May we ask this gentleman to raise the question in the House of Commons? Our tourist trade is most important to the country, and innocent visitors, even if they are model yachtsmen, must not be subject to the whims of minor officials. Again, our railways discriminate against The cricketer can take ‘ model yachtsmen. MODELS his bag with him without payment, but the model yachtsman must pay extra for his yacht unless he takes her in the carriage with him, a proceeding decidedly unfair to his fellow travellers in a crowded trains! And when he takes a special ticket for his boat, what does he get? A perambulator ticket! Model yachtingis a growing sport. Sailing lakes form part of the amenities of up-to-date resorts, and soon every borough will have its model yachting lake as well as its tennis courts, bowling greens and swimming pool. It is, therefore, time that these restrictions are abolished and model yachting receives as good treatment as other sports. In conclusion, may we write a few lines about ourselves? Our present issue, the 1935 September Special Number of MAriINE MODELS, is bigger and, we hope, better than any previous number. Year by year the Magazine has grown, and the present number is four times the size of our first issue, while ordinary numbers are about three times as large as Vol. I, No. 1. Nor are we neglecting the book publishing side of our business. We made a start with our little manual, “ Build your Boy a Model Yacht.” This little book, though primarily intended to show how a model for a junior can be built, is as good a treatise on breadand-butter construction as has been published, and has met with quite a good reception. We now have our next publication under consideration and hope shortly to be in a position to make an announcement about this. It is our intention to put out a complete range of marine model publications. As we are determined that every book we publish shall be the best of its kind, this takes a considerable time. In the meantime, we are always pleased to advise readers as to the best books on any subject connected with marine modelling, and we invite them to place their orders with us, whether the books in question are published by other firms or ourselves. MODEL SAILING CRAFT By W.J. DANIELS and H. B. TUCKER. Profusely Illustrated with 7 Complete Designs, 163 Diagrams and numerous Photographs, Price 25/-, postage 9d. The Best Textbook for Model Yachtsmen. ORDER YOUR COPY FROM “ MARINE MODELS.” FIRST 135 CUNARDER R.M.S. “ BRITANNIA,” ae THE MODELS 1840-1848 By H. B. TUCKER ROM 1840 to the present day is nearly F a century, during which most remark- abie progress has been made in transatlantic communication. In this the Cunard Company has always been to the fore, and vessels such as the “ Britannia,” “Etruria,” ‘“‘Mauretania’” and “ Queen Mary ’’ are outstanding names in the glorious history of our merchant marine. The Cunard Line was founded by Mr. Samuel Cunard when he was a young man, as he foresaw the possibilities of developing a regular service of well-found steamers between Britain and America. The first vessel of the Cunard Line was “ Britannia,” a wooden paddle-steamer, built at Port Glasgow by R. Duncan & Company, to the order of Mr. Samuel Cunard. She was launched on February 5, 1840, by Miss Isabella Napier, and sailed on her maiden voyage on July 4 of the same year. Leaving Liverpool on July 4, she arrived in Halifax on July 17, and reached Boston on THE July 18, the total length of her passage being 14 days 8 hours. On this voyage she carried 64 cabin passengers. They included Mr. Samuel Cunard himself, who was accorded a civic welcome on his arrival in Boston. The famous novelist, Mr. Charles Dickens, crossed from Liverpool to Boston in the ‘ Britannia ” during 1842, and his experiences are recorded in his American Notes. Under steam only the ship had a speed of 84 knots, but in common with other early steamers she had a full outfit of sails to safeguard against breakdown. These were used when occasion arose to augment the speed and save coal. ‘Britannia’ was barque rigged with spencers on fore and main masts. At this period naval architects had not developed a separate technique for steamship design, and steamers of this period were almost identical with contemporary sailing vessels. In fact there are many instances of steamers being converted into sailing ships and vice versa. PADDLEBOX Photo: R. L. TUCKER Pte MARINE A FH 136 MARINE The naval architect who designed “ Britannia” was in many ways ahead of his times. Below water she has a beautifully modelled hull which must have been remarkably easy to drive. The forward waterlines are without reverse curves and make a lovely entry, while the delivery is beautifully clean and the turn into the sternpost well worthy of note. Above water she has the clipper bow and figurehead of the period, and the stern is furnished with a regular stern gallery. Bow and stern are ornately decorated with gilt mouldings. The stern gallery projects over the counter on which it is superimposed, giving width to the after part of the ship. The only tumble-home is in the stern gallery. The paddleboxes give another opportunity for decoration, and bear their share of the “ gingerbread ” work. The middle of the vessel has a peculiarity which might puzzle the modeller, as the side appears to be cut away under the paddlebox with the paddle set in the recess. Actually the ship was designed with a parallel midship body. When the designer added the paddles and paddleboxes to his design, he filled out the topsides forward and aft of the paddle- THE MODELS boxes, leaving the’ original parallel midship body lines underneath the paddleboxes themselves. Without the paddleboxes the topsides would therefore show a break at this oint. The paddleboxes themselves had horizontal slits to free the air and water pressure. The sponsons had longitudinal slits to drain off water. The paddleboxes had rails all round their tops. On the top was a platform reached by six steps from bridges across the paddlebox on its forward and aftersides. These bridges across the paddlebox formed a sort of wing to the navigation bridge. The latter was in the form of a hollow square raised above the tops of the houses on the maindeck. This will be quite clear from the drawings. Two curiously shaped lights will be noticed on the maindeck at this point. These were fiddleys, giving additional height for the crankheads. The figurehead, of course, represents Britannia with her trident in her left hand. The ports along the hull had curious little window frames round them, represented in the model by beadings. The windows in all deckhouses were square, and their roofs were laid in planks and formed an upper deck. The sloping FO’C’SLEHEAD Photo: R. L. TUCKER ANIXYVW IN OF CUNARD SCIENCE S.S. MUSEUM, * BRITANNIA ”’ SOUTH (1840) Photo: R. L. TUCKER KENSINGTON LET MODEL ee STAGOW ‘3 ae A 138 MARINE front of the forward deckhouse is noticeable. The anchors were carried on the fo’c’slehead under the anchor davits with their wooden stocks outboard. A section of the rail at this point lifted out for the purpose of stowing these and was replaced when they were stowed on their chocks. The vessel had the usual catheads with whiskers to spread the jibboom shrouds. There were two hawse-holes on each bow, of which the forward one was used for the cables. The hawse pipes led through the fo’c’sle and the cables led through the fo’c’sle bulkhead on to the maindeck to the anchor windlass, and thence aft to chainpipes on either side of the fore hatch. The accommodation in “ Britannia “’ was, in its day, considered very good. On the upper deck were the officers’ cabins, passenger cabins and saloons, also a stall for the cows, which were carried for fresh milk, a galley and bakery. On the maindeck were two dining saloons and passenger accommodation. She had accommodation for 115 passengers (cabin only), and carried a crew of 89 all told. Owing to rapid development in Western Ocean travel, ‘Britannia’ was withdrawn from the service in 1848 and sold to the Navy of the Confederation of German States. The funnel stood 28ft. 6in. above the deckhouse, and its height was 62 feet above the keel. The diameter was 5ft. 6in. The foremast had topmast and topgallant mast, but the mainmast had a pole topmast and topgallant mast. These masts both had D tops. Up the foreside of the foremast was a sort of trysail mast stepped below deck and ending in the top. This carried the truss of the foreyard, and the yard when lowered rested in crutches athwartships. I have never heard the correct name of this foreyard mast but have seen it on other vessels, and believe the Italians used it fairly frequently. As is unfortunately the case with so many vessels of this period, the plans of * Britannia” are no longer in existence. There 1s, however, a fine contemporary model built by a shipwright who worked on the vessel. By the great courtesy of Mr. G. S. Laird Clowes, the writer was permitted to take off the lines of this model. Various other authorities were consulted and in one or two respects it was considered desirable to modify the lines and particulars taken from the model. The resulting plans are reproduced in this Maga- MODELS zine and though not authentic can be regarded as being as accurate as possible. For instance, it will be noticed in the photographs that the stem and stemheadin the model are exaggerated. In the plans this has been modified somewhat. Again, though the bow and stern lines of the model are evidently accurate, the bilge amidships appears to have been faired down too much when the builder was carving the model. The following particulars of the ship are taken from Lindsay’s History of Merchant Shipping, Volume IV, page 183 :— THE *“ BRITANNIA ” Built on the Clyde by Mr. R. Duncan in 1840. Left Liverpool on her first voyage, July 4, 1840. Material of vessel ……………….0.000005 Wood Length, keel and forerake …………… 207ft. Breadth of beam ………………..005. 34ft. 4in. Breadth over paddleboxes ………… 54ft. 8in. Depth of hold ……………….0e cece 22ft. 6in. Depth over planking ….2.5…56.. 00, 24ft. 8in. Tonnage, builder’s measurement ……… 1,156 Tonnage, New ……..ccccceceeeeeeeeeeeeens 1,155 Tonnage of engine room ……………… 535 Tonnage register 2.5 as ccs dos hess cornea cess, 619 Length on deck ……. eon ote os 203ft. 7in. Breadth of deck ………………..0055 31 ft. 9in. Deper ef Wl? ocsccvetedhes ces eae he 2h 22ft. 2in. Length allowed for engine space … 70ft. 7in. Draught, mean, one-half coals consumed …………..eceeeee eee ees 16ft. 10in. Area of midship section at mean draught…520 Displacement at mean draught … 2,050 tons Kind of engines ……………06000 Side-lever Collective H.P., nominal, per Admiralty…403 Cylinders, diameter …cs.c.cscseseseesseve. 724in. Stroke OF piston. : fs cons 5 neue cere 6ft. 10 in. Diameter of paddlewheel over floats 27ft. 9in. Number of floats on one wheel ………… 21 Dimensions of floats ………… 8ft. x 2ft. 10in. Kind of boilers: «oi. cccsccasiensaetonen« Flue (4) Number of furnaces ……………..00ce0eeees 12 Grate, 6ft. 2in. x 3ft. 0.0… 222 sq. ft. Total heating surface in boilers ……… 2,698 Coals consumed outwards to Boston via: Palate) co Bir eiescndl Beccles ose 440 tons Coals consumed. homeward from Boston Viaerlaliax «2… ..0ssssccdsen 450 tons Mean draught of water, ship leaving Liverpool 00.c6ce ce acncvees edennte dy 17ft. 2in. This historic vessel forms a fitting subject for the ship modeller’s art, and as a link between sail and steam should interest square MARINE tig and steamship modellers alike, both here and in the States. She would also be an interesting vessel for the builder of working steamer models as making a picturesque and unusual model. In addition to the details given on the plans the following additional particulars will be of use to the modeller : — The figurehead and scrollwork at the bow are gilt. The hawse-holes were painted red. The scrollwork and sun on the paddleboxes _ were gilt, the paddles themselves being red. The stern gallery had white panels and the scrollwork was gilt. The name and port of oer were carved into the transom and gilt. The hull was coppered up to the line shown on the rigging plan, the topsides being black. The inside of the bulwarks was panelled and painted white, the houses being varnished oak. There was a teak rail right round the ship as far as the break of the fo’c’sle, where it ran continuously with the teak covering board which ran round the fo’c’sle head. Round the fo’c’sle was a_ narrower teak rail on turned white painted posts, of which there were nine a side. This rail was continued right round the fo’c’sle head except on the after side between the ladders. The funnel was red, with black top and narrow black rings. The steampipe was blue and the boiler casing at the foot of the funnel cream. There were six funnel guys. Masts and yards were varnished. The bobstay was chain but all other rigging (including standing rigging) was hemp. The anchors had heavy wooden stocks, and the anchor davits were painted white. The cables should be plain chain, not stud link, as on the model. Four double-ended lifeboats were carried in davits, both boats and davits being white painted. The quarterdeck had a grating all over, and the wheel was a large double wheel made of teak, with the chain round the barrel between the wheels. The steering compass was brass. The standard compass was just forward of the bridge and mounted on a teak pedestal. On the maindeck, about abreast of the foremast, were two small brass signalling cannons, and another pair of these was carried on the quarterdeck aft. For those who wish to build a working MODEHS ; E39 model, no modification of the lines is necessary, as on a scale of 1/48th of full-size the model will have a displacement of 414 Ib. The model would measure 5ft. ldin. from stemhead to taffrail, and 4ft. 5in. on the waterline. The scale speed should not be excessive and the effect will be lost if the model is overdriven. The hull would be easy to drive and should be a good seaboat. If a smaller model is wanted, the sections could be spaced at 24in. instead of 3in. This would give an overall length of just over 4ft. 3in. and a displacement of approximately 354 lb. If, however, the whole model is reduced proportionately (which is, of course, a more satisfactory proceeding) to correspond with a section spacing of 24in., the displacement would be 24 lb. This would make a very nice model and is the size recommended for ordinary small ponds. For this size model the dimensions in the plate are multiplied by five, and for the larger model by six. The scale of the smaller model is 5/288 of fullsize (5in. = 24ft.). Naturally some simplification of the detail work is desirable in a working model where the broad effect is what is required. This must largely rest with the builder, but as the plans give full details he can please himself about this. The modifications I would suggest are: to make bowsprit and jibboom in one and shorten considerably; to shorten all masts and yards, making the fore topmast and topgallant mast in one; to omit whiskers and dolphin striker. If the model is without sails (and this applies alike to showcase and working models), the yards should be lowered to the positions shown in the photographs. On a showcase model the jackstays should be put along the yards. Trusses, parrals, fiferails, etc., are of the usual patterns, gaffs of spencers and spanker have wooden jaws and their booms ordinary goosenecks. In fact, all the rigging is normal and in strict accordance with contemporary practice. Before closing this article 1 have to thank Mr. G. S. Laird Clowes, of the Science Museum, South Kensington, for the facilities extended me, also Mr. W. J. Daniels, who helped me to take off the hull lines, Mr. G. W. Munro, who kindly added the figurehead and ‘ gingerbread” work to my drawings, – Arcwhit_efoT’skNav,lL.nRdMDpmPubIy prheostfxcgnlaib haWtbIseilovupnd ce BOW VIEW Photos: R. L. TUCKER MODELS MARINE repoduce. >» STERN jee VIEW MARINE MODELS 141 PETROL ENGINE: and HYDROPLANE TOPICS THE GATHERING OF DATA FOR ENGINE DESIGN By J. B. INNOCENT (Continued from page 121.) F you are like most of us you will find that when you sit down to design your first engine you seem to know all about it, and then steadily find yourself in one hole after another until you eventually begin to wonder -if you know anything at all. At last a drawing will be produced and if shown to a man with a few years’ experience he will proceed to poke so many holes in it that you may feel disheartened. You may also feel that the old hand has been needlessly critical, and in this opinion you will possibly be somewhat justified, but please remember that listening to him may save you hours of wasted labour in the end. Any suggestions he makes should therefore be carefully considered before discarding them. It is an unfortunate fact that many of our experienced people rely on rather antique practice and you will find quite a lot of personal prejudice in speedboat ideas, this type of prejudice being common throughout the model-making fraternity. It is because of this prejudice that a newcomer should never blindly follow any of the successful people without considering the matter for himself, but for all this he must not forget that there is some reason responsible for the experienced man’s opinion. So far as I can see, most people start designing when their knowledge is mainly very general with one or two points standing out about which the knowledge is most particular. The result is that the particular points show in the finished job, correctly carried out, but surrounded by much bad practice, faulty design and quite a bit of bodging. Naturally one learns by experience and the next attempt will be better, but with a little more time spent on design and careful inquiry into each obscure point as it crops up a successful motor can be produced at the first attempt. The clearing up of these points necessitates reference to full-sized designs and preferably direct to the type of motor concerned. Where constant comparison of actual engines is impossible, as is, of course, usual, books dealing with the subject must be found, but they are hard to come by. There are, I think, five main types of internal combustion engine in use and they are the Aero, Motor Cycle, Motor Car, Marine and Stationary, and all of these should be inspected when opportunity occurs. The marine and stationary jobs are of little use, as they are usually slow-speed engines of low power for their size, but do, nevertheless, contain much sound practice. Where an engine is required for a prototype model they may be followed closely. The three remaining types are more useful, but when considering them it should be borne in mind that restrictions are placed on their designers which have left heavy marks on the finished product. In aero engines it has been necessary to keep the head-resistance low, the powerweight ratio high, and the reliability higher. The result is that shortish strokes, large bores, short connecting rods and low-compression ratios are usual. The speed of these engines in r.p.m. is low though the piston speed is high, thus the valve gear design is apt to be poor compared with other points. Cam profiles are easy in order to avoid breakdown and the low pressures permit a degree of lightness that makes the engines look flimsy. Yet these engines are highly efficient though of low output for the cylinder capacity. It will be seen that they are not of a great deal of use to us though they do show. the limits to which things can be cut down. Of course these remarks are general and do not apply to racing engines such as the “ Schneider” Rolls, in which the pressures were vastly higher than normal although the weight was still low, this being made possible by the development of a complete new range of light alloys known as Hiduminium. The motor car engine is really a utility job designed for flexibility rather than for all-out speed and in its normal form shows many signs of being built to a price. Design is influenced by ease of machining, maintenance considerations, public prejudice and the taxing system. If you can see a few genuine racing engines you will immediately notice many ee Oe nc ite cal le nl ld il lemma 142 MARINE differences, the chief of these being the inclining of the valves and the fitting of a multiplicity of carburettors on those engines that are not blown. Inside the racing jobs the split skirt piston is rarely found, and most of the bits and pieces are lighter yet stiffer —thanks to more careful design and the use of more expensive materials and methods of manufacture than in the standard engines. You will, however, find that the standard car connecting rods are longer than those in the average of transport engines as the designer is not restricted for head room. There is now only one further class to consider, and that is the motor cycle engine, and this is the one that will help us most. Naturally the racing engine is the one we should be most concerned with, but it will be found that the standard sports engine is much of the same design, both showing many points in use on racing car engines. I have not so far succeeded in getting a close look at the bits and pieces that go to make up a genuine racing job, but since the difference between a T.T. engine and a replica, as sold to the public, is mostly super fitting and careful tuning, the replica contains enough to work on. Of course, the difference in performance between the genuine and the imitation is enormous, and the extra individual attention to the former will double its price, yet it looks Unfortunately the really just the same. modern T.T. engine is very complicated, but the standard sports engine is by no means so bad and is capable of being made really fast if all the work the manufacturer could not afford to do is carried out and racing cams are fitted. A hotted-up “ Sports’ engine would not hold its tune so long as the genuine job, but this hardly affects us as our baby engines are easy to get at for adjustment, and only race over short distances. I am convinced that an accurate scale model of a good sports motor would be quite capable of leaving its mark in model speedboat history. There are one or two points that would have to differ in the model such as the use of plain bearings for rockers and big end instead of rollers, but as plain bearings are used in some successful racing engines it would be quite permissible. If the ordinary plain bearing is objected to for the big end there is always the alternative of the floating bush, which is very sound practice. There are one or two other points that it would be as well to alter but none that would stop the MODELS engine being a success. These matters arise from thé restrictions imposed on the original designer. Matters which have restricted design of motor-cycle engines are price, ability to run evenly right through the speed range, and difficulties connected with the housing of the engine within the confines of the frame. The first consideration has been met by the use of the cheapest permissible materials, and the avoidance and simplification of machining. Cast-iron flywheels and inlet valve steels that could be improved, help to solve the former of these and the latter is dealt with by using die castings, rough forgings and _ simplifications in design. The next restriction is responsible for flywheels heavier than necessary, and some modifications of port design and timing. Finally housing considerations have resulted in a general shortening of the engines, and show in rod lengths, rocker design, valve angle and the use of shortish strokes in the big motors. If a genuine racing job is compared with the same firm’s standard sports engine it will be found that these points have been much altered. The carburettor choke and inlet port will be larger, the ports and head brilliantly polished and streamlined, polished steel flywheels will have replaced the iron ones, the rod will probably be of polished K.E.805T. steel or Hiduminium, and both valves almost certainly K.E.965. Furthermore, higher lift cams with harsher accelerations will be used, and the main bearings and big end will be larger, to withstand the increased pressures, and, of course, all reciprocating weight will be cut to the limit set by load and heat. The question of heat may be responsible for using a piston which is actually heavier, in order to get the extra heat conducted away from the crown, and it is this consideration more than lightness that is responsible for the use of light alloy pistons in both sports and T.T. engines. Light alloys are of very high heat conductivity, and more metal may be used to do the conducting, and thus the transference of the heat to a safe place is assured. Much attention has recently been given to the stiffening-up of engines. The ends of connecting rods have been dealt with by leaving webs round the sides of the big and little ends, flywheels and side shafts are being made in one piece, shafts increased in diameter and large diameter big-end pins, offering wide bolting faces, are now commonly used. MARINE Methods of bolting down barrels to avoid flexing, include the raising of the flange, the use of as many as six holding-down bolts, and the more general adoption of through boiting the head to the crankcase. All this has been accompanied by much webbing of the 1 yt B. © described, have to some extent now taken their place. Fife rails are usually located about the mast, and the bridge rail is sometimes slightly curved, though it may be straight, as shown in the sketch. These may have two, three, four or more pins, and with four pins the length would be about 30in. or so. Bend the bridge from suitable brass wire, and after screwing the two ends and fitting collars and nuts, mark off the pin positions. Carefully drill these holes. Pieces of wire of suitable diameter must be cut off to form pins, and pushed through their respective holes and secured by soldering. Be careful to get them all in line and accurately spaced. Finish by either black bronzing or painting with aluminium paint to represent galvanised iron work, or they may be dull silver plated. Note: Dull silver plating, which has been mentioned several times for finishing, is ordinary plating left as it is without buffing F1G.107. * open.” The two end brackets of a handrail only have the rod hole drilled half-way through, so that the rod cannot slide out of its brackets endways. The end brackets are called ‘closed brackets,” and the intermediate ones “ open brackets.” The oval type, marked “A,” for wooden handrails, is made both “ open” and “closed ” in the same way. To make, turn up from brass rod and drill the hole through the ball. For the oval pattern, file out the hole with a rat-tail file to shape and size required. Make a very good job of the finishing, and this applies to the handrail as well, which, if of wood, must be either french polished or lightly varnished. Fig. 108, pin or fife rails, are simply a rod bridge with a number of pins rigidly fixed at right angles for belaying ropes to. Spider bands, which have been previously ae ee 1 v4 FiG.i0g. od ““B’ is a light, high type for brass rod or tube, and the one shown is what is known as my ;;; :i\iN(iti : 1 Apistsfris Ty FPERRAD SEAT NV TN RANaA TOT 104. MARINE Harness casks, Fig. 109, are large conical tubs for working up “ punk,” which is beef, etc.; beef being often called “ salt horse’ because of being in this tub and not in harness. They are about the size of beer barrels and are usually stowed amidships on the starboard side. Great care is always taken to keep them in spotless condition, the brass bands bright and the teak beautifully smooth and polished. They are one of the objects aboard of which the crew is ship-proud. The lid is hinged and fitted with a hasp and padlock and the method of construction is similar to water breakers. See page 84 of MaRINE Mobe ts for July, 1934, for further details. AUR: e : e aa HatRae 4 A wR SCY aa ere ee FIG. 10. A scuttle-butt or cask (see Fig. 110) has nothing whatever to do with scuttles. It is a cask with a square hole in it, covered by a lid, and is used for holding fresh water for the daily use of the ship. The name is of some antiquity, and consequently interesting. It will not be necessary to describe the manufacture since the construction would be practically the same as harness casks. Fig. No. 111 represents a modern steamship’s rails from the outboard side. The FIG. 1h. MODELS 147 stanchions of this are socketed outside the foot-rail, which is of hard wood. The hand-rail at the top is oval in section, as shown in the end elevation, and must be nicely shaped, and smoothed. The model can be either french polished or lightly varnished, though the actual rail on steamers is usually kept scraped. It can be secured by being pushed well down on to the spiked stanchions. Note.—For details of stanchions and their construction, turn up page 142 of MARINE MopbeE Ls for September, 1934. Another method of attachment would be for the stanchions to be screwed and passed through the rail and secured by acorn nuts. The portion of the sketch marked “A” shows a “dodger” in position. This is a strip of canvas fitted with eyelets and laced or secured with rovings to the rails and stanchions, as shown. The term “ dodger” is given to any canvas weather-breaker of a more or less temporary nature behind which shelter can be had from bad weather, and is often rigged up at such exposed places as the bridge, look-out stations and so forth. Semaphore signalling apparatus, Fig. No. 112, requires very nice, fine work if a smallscale working modelis desired. Next month I hope to give details of making these fittings. (To be continued.) FIG.tid, A f Se 148 MARINE MODELS “> |Ryne ee a emer men | SHEE % bs 7 er # aanin ba es Se P ee i ree ee eS 34 (Continued from page 177.) EFORE proceeding to describe an en- B gine for a model paddler that can be built up entirely from bought loco- motive parts, I will very shortly describe the plant fitted to Mr. F. G. Eltridge’s model of the “ Royal Sovereign,” which I mentioned last month. The boiler is fired with a blow lamp. The flame tube is made of 1+in. cycle tube, with a brass cap fitted on the end to locate the nipple. A self-clearing needle valve is used. The vaporising coil is 3-l6in. diameter brass tube and five turns are taken round the flame tube about 4in. from the end. The container is fixed in the boat right aft, and the burner is also a fixture. Methylated spirit is used for starting up. The engine is of a diagonal type and contrived from model locomotive parts. The frame and bedplate consists of three triangular frames firmly braced and rigid. At the lower end is a heavy plate on which the cylinders are mounted. Although this is a considerable mass of metal it is low in the boat and makes for stability. The two cylinders are outside locomotive cylinders, which have a bore of 13-16in. by l3in. stroke. They are double acting and, with the cranks set at 90 degrees, the engine is self-starting. The cylinders are of the slide-valve type, but instead of being set locomotive fashion with the valve on top, are laid over on one side. Owing to the width both cylinders lie the same way. The crosshead guides are laid flat as in the prototype and are made from 3-16in. square silver steel, the crossheads being altered to suit. The crosshead is milled from END VIEW OF ** ROYAL SOVEREIGN’S ” ENGINES. Note the Pumps, also Bye-pass Pipe on right of Photograph. MARINE a solid block of steel. The crosshead pin is floating and held in position by the two parallel guides. The connecting rod is round marine type {not rectangular or fluted as in a locomotive), made from Hin. stainless steel tapered to the little end. The two ends of the rod are threaded and screwed into the small and big end. The small end is made from 5-16in. stainless rod suitably bored for the crosshead pin. The split big end is turned from in. by 5-16in. stainless steel, and fitted with phosphor-bronze bushes, which are flanged to give a wider bearing. The crankshaft is built up of rustless steel in the usual way. The valve gear is Stevenson’s link motion giving ahead and astern as in the prototype. The eccentric straps and sheaves are rustless steel and phosphor-bronze respectively, held by set-screws to the crankshaft. The crankshaft is lubricated by drip feed wick lubricator with wipers on all revolving parts. Oil is carried in a long oil box as seen in the photograph. Similar wipers are fitted to the crosshead guides. Twin pumps for bilge and feed are fitted. MODELS 149 The method of driving these is rather interesting. Duplex rods, mounted on the connecting rod just above the small end, operate the rocker which actuates the pumps. This arrangement obviates side thrust and can be seen in the photographs. The twin feed pumps are .200in. bore by in. stroke, and the bilge pumps 5-16in. bore by jin. stroke. An auxiliary hand pump is fitted (Zin. bore by Itin. stroke), but is seldom used. All pumps have ball valves. At the Jubilee Regatta at Victoria Park ‘Royal Sovereign ” was lavishly decked with bunting. The flags were made from silk ribbon of the ground colour of the code flag represented with the other colours painted on. The signal she flew was “Long Live Their Majesties.” A paddle steamer makes a very nice model and gives the model builder plenty of scope on deck. Moreover, the engine building can be so simplified by the use of standard locomotive parts that, if desired, the whole thing can be built up without a lathe and with an extremely modest toolkit. Practically all the parts required to build these engines can be obtained from Messrs. FRAME FOR MODEL PADDLER’S ENGINE. The side frame and angle pieces for holding-down bolts are shown in profile at the bottom of drawing. Above is whole frame, shown in plan. The top drawing shows the motion plate, the actual position of which can be seen in the lower drawings. The crankshaft bushes are shown black, as is also the exhaust pipe. | it | | 150 MARINE Bond’s or Kennion’s, or any other supplier of locomotive parts. The engine which I propose to describe will make a sturdy serviceable job as well as being a neat engine that the maker need not be ashamed to show. It will, moreover, be extremely simple to build. This type of engine is self-starting but has no reverse gear fitted. In many respects it might be described as a simpler version of the same type of engine as the one fitted to * Royal Sovereign.” The first thing to determine is the size of engine required. For a boat about 4ft. long a pair of double-acting cylinders, Zin. bore by in. stroke, would provide ample power, but for a larger boat about 5ft. on the waterline a slightly larger size might be advisable. The power developed will depend largely on the pressure used, and too high a number of revolutions is not advisable on a paddler, as it destroys the likeness to the prototype which runs slowly. Actually, the older paddlers ran about 80 r.p.m., but some of the most modern vessels have smaller wheels and run decidedly faster. The wheels on a model will be driven above the rates used on the prototype in any case, but it is a mistake to run them too fast. The cylinders used are model locomotive, but nowadays outside cylinders are more easily obtainable than inside cylinders. These can be obtained in all stages from castings to finished cylinders. | How far finished the builder obtains his cylinders will depend on the tools he has, and those who have no lathe will be obliged to get finished parts. An immense variety of these parts is obtainable from suppliers such as Messrs. Bond’s or Kennion’s, who specialise in these model locomotive parts. These cylinders have nothing to rust internally, but other external parts of the engine will require rubbing over with oil to prevent rust. You will also require the eccentrics for the valve gear, which may needa little modification. The frame is made of sheet steel, as used for model locomotive frames, about 16gauge. In addition to these there is a number of small parts to buy, that will be mentioned as we come to them. When you are getting your cylinders, there is no difficulty in getting the supplier to let you have these with the steam chest put on the reverse way to a locomotive outside cylin- der. This will bring the slide valve on what would be the inside in a locomotive, but in our case will be the outside. In a locomotive these cylinders are placed outside the frame, area GENERAL LAY-OUT om OF MODEL PADDLER’S Ne – – tn ellindt. Oe arene a en Se ** Maid At the present time the sixes are most popular in Scotland, and it was with the object of fostering English interest in this class that the West of Scotland arranged for this race to be sailed at Fleet- Yacht. Skipper. “Red Rose ” A. Wright “* Maid of Lorne” |. J. H. Catterall ** Rdith ” .. | W. Harrison ** Charis ” G. Smart… “* Charmee ” C. F. Arthur “Wyre ” “Ella”… “* Greta ” *© Mavis ” W. Hornby J. A. Stewart B. H. Garbutt P. Patterson | Club. Points. Fleetwood = Bury ws wae Bradford … ses Cardiff. “.\. ais West of “Scotland 33 29 25 21 17 Fleetwood am West of Scotland Bradford ae Cat fice vas wir 17 17 13 6) Trut — The arrangements for the race comprised a complete round, taking five days, in which every yacht met each of her rivals once, and a final for the leading * eight yachts on the sixth day. During the complete round the wind varied from fresh to heavy, the direction varying from S.W. to N.W. The final was sailed in a full Westerly gale. The wind chart, appended to the score sheet, was taken, by courtesy of His Worship the Mayor, from the Meteorological Station at the Mount, Fleetwood, EN HU +e Lass’’ did not start-as her popular owner was prevented by business from attending the Regatta. “ a 2 ee ee ee ee There were thirty-one entries for the British A- class Championship this year, but *‘ Da Shetland 45 Fs+ ge BRITISH A-CLASS CHAMPIONSHIP, JULY 22-27 +e OF 8 165 a MODELS +” MARINE ef and is, therefore, official. Monday, July 22.—When the competitors as- Photo: ** FANTASY ’’ MAKING A F. M. Bridge FAST RUN Tuesday, July 23.—When racing was resumed at 9.40 a.m. there was decidedly more wind than on the first day, and it had backed to S.W. One of the earlier heats provided a splendid race between ‘‘ Comet’’ and ** Naiad,’’ down wind. First one led by an inch, and then the other, the issue beingin doubt all the way from start to finish, but ** Naiad ’’ ultimately cut the line a bare six inches ahead of her rival. After lunch the wind veered to West, and increased in strength. About 5 o’clock it started to drop, and gradually became lighter. There was an abnormal number of re-sails to be disposed of, and as it was found impossible to deal with all of these, many were carried over to the following day. Seven rounds in all were sailed. ** Naiad ”’ sailed excellently, and made a possible for the day, bringing her score to 58. Her nearest rivals were: ‘‘ Glenmoriston *’ with 55, *‘ Fantasy “’ 54, ‘* Yvonne ’’ 52, and ‘* Comet ’’ 47. The scores of the others were to a certain extent liable to be altered by re-sails, which had not been taken. Wednesday, July 24.—The wind on the third day was from the N.W., and it was blowing quite hard. As on previous days the officials spared no effort to get competitors off promptly, but their energy was to a large extent nullified by the number of fouls that occurred, particularly at the start of windward boards. Photo: F. M. Bridge *“* COMET ’’ STARTED FROM THE LEEWARD BERTH AGAINST ‘ NAIAD ” In spite of this, good progress was made, and by 5.30 p.m. six rounds had been sailed. At this point racing was terminated for the day as the Regatta Dinner was scheduled for 7.30 p.m. Some is ror weee = aL. a which later freshened to a whole-sail breeze. It was soon apparent that one or two of the yachts were not good enough for a competition of this nature. On the other hand, ** Naiad,”’ *‘ Fantasy,’’ ‘‘ Glenmoriston,’’ ‘* Yvonne “’ and ‘‘Comet’’ sailed excellently. About mid-day the drizzle stopped, and later the sky cleared, and the afternoon was favoured with brilliant sunshine. The wind held right to the finish. Seven heats were sailed, but there were many collisions with subsequent re-sails, so that the day’s racing did not terminate until 7.15 p.m. At this point scores were: *‘ Yvonne “’ 29, ** Fantasy “’ and ‘* Comet *’ 28, and ‘* Glenmoriston “’ 27. The whippers-in were the two Bradford boats, which had scored 2 and 8 respectively. < sembled at 10 a.m., the sky was overcast and rain fell steadily. There was a moderate Westerly wind, 166 MARINE MODELS ** Fantasy ’’ 104, ‘‘ Elmo’’ 98, ‘‘ Comet’ 94, ‘** Sabrina ’’ 93, ** Janet ’’ and ** Yvonne ’”’ 91. As only eight boats were eligible to enter the Final, it was necessary for *‘ Janet ’’ and ** Yvonne "’ to sail a deciding board. In this *“‘ Yvonne ’’ was disqualified for putting off into her opponent, and the eight finalists were, accordingly, ‘* Naiad,’’ ‘* Lady Evelyn,” “i _Glenmoriston,”’ iy Fantasy,”” ** Elmo,”’ ** Comet,’’ ** Sabrina ’’ and *‘Janet.”’ At this point in the race, given ordinary weather for the Final, it was pretty obvious that the winner was likely to be found in the first three boats, as, with only 3 points between them, they held a considerable lead over their opponents. Cre a 4 Photo: **LADY EVELYN ’’ WAS THE F. M. Bridge HEAVIEST BOAT IN THE REGATTA AND WEIGHED 58lb. wale the conditions of the A-class Championship, it may be mentioned that points in the Final are added to those gained in the preliminary round, and the results declared on aggregate scores. The weather favoured the heavyweights, and ** Naiad "’ did remarkably well, scoring 31 points out of a possible 35. ‘* Fantasy,’’ though not a very heavy r boat, did = very well, acetal scoring = 25, and salen = Thursday, July 25.—The wind was again N.W. It was not blowing quite as hard as on the previous day, but there was still plenty of wind. In the lighter wind, ‘‘ Yvonne "’ scored 23 out of a possible 25 points for the day. Five rounds in all were sailed. ‘* Naiad ’’ continued to maintain her lead, and scored 21 for the day. When sailing terminated for the day, 25 rounds had been sailed. = ak ae ebs or BED iy ee re-sails were carried over to the following day, but the positions of the leaders were then: ‘* Naiad ”’ 83, ‘* Fantasy ’’ 77, ‘‘ Glenmoriston ’’ 76, ‘* Lady Evelyn’ 72, and ‘‘ Elmo’ 71. In the harder winds, ‘* Yvonne,’’ which had done well on the first two days, dropped back to ninth place. In the evening the Regatta Dinner was held at the North Euston Hotel. The Mayor of Fleetwood presided, and the foreign competitors were present as his guests. This was a most successful function, and all passed a very pleasant evening. Saturday, July 27.—British Championship Final.— There was an overcast sky when the competitors assembled, and it was blowing a full gale from the West. The weather was extremely bad, and when it is mentioned that the wind during the squalls reached a velocity of fully 45 miles an hour, those who know the Fleetwood Lake will realise that the sea was very bad. This was aggravated by the low water level. Under the prevailing conditions the yachts carried storm canvas, but even then all were very wild, and at times became uncontrollable. For the benefit of readers who are unaware of The positions at this point were: *“*Naiad’’ 104, **Glenmoriston*’ 95, *‘Lady Evelyn’’ 93, ** Elmo ”’ 90, ‘* Fantasy ’’ 86, ** Janet '’ 83, and ** Yvonne ”’ 80. Friday, July 26.—There was a nice whole-sail breeze, varying from W. to N.W. Only four rounds remained to be sailed, but the racing was most exciting. In the lighter wind ** Naiad ”’ did not do as well, and dropped 11 points, but picked up again when the breeze hardened somewhat. ** Sabrina ’’ had a good day scoring 5 on re-sails, and a possible of 20, which brought her from twentieth into seventh place. ‘‘ Lady Evelyn ”’ also scored a possible, which brought her level with ** Naiad.’’ ** Glenmoriston ’’ also sailed well. After the round was completed and all re-sails disposed of, the leading scores were: ‘* Naiad ’”’ and *‘ Lady Evelyn’’ 113, ** Glenmoriston ’’ 110, Photo: ** JANET’S ** WAS OWNER, PREPARED MR. FOR O. DIRTY F. M. H. Bridge GOSNELL, WEATHER ** Lady Evelyn ’’ scored 25. ‘‘Comet’’ and ** Elmo ’ only managed to score 7 and 6 respectively. 101. see eee , ‘‘ Naiad ’’ 144; 2nd, Fantasy "’ 129; 4th, Sabrina ’’ 110; 6th, 104; 8th, ‘* Comet ”’ Pe The final placings were: Ist, ** Lady Evelyn ’’ 133; 3rd, ‘‘ ** Glenmoriston "’ 127; 5th, ‘* ** Janet ’’ 108; 7th, ** Elmo ’’ MODELS a ee oe MARINE AEF TRS” 15—18—12 ... .-» a" EAS ST 20 2 re 24... 25... 20 to’ 25 17—12—15—12 14—20—18—25 30—35—40—35 REE. 55) 5 ,, ,, 10—15 N.B.—On July 27 the squalls touched 45 m.p.h., ** Naiad’s ’’ win under the prevailing weather conditions was well deserved. She was in the lead from start to finish though once *‘ Lady Evelyn ”’ and once *‘ Glenmoriston "’ momentarily drew level with her. Her owner, Col. Holden, handled his boat excellently. ‘* Naiad *’ is a powerful model, and beautifully balanced. She was designed by Admiral A. Turner on his well-known metacentric shelf principle. Her sails are by Messrs. Chas. Drown & Son, and stood excellently throughout the regatta. Photo: ** GLENMORISTON ”’ IN A F. M. HEAVY Bridge SQUALL ‘* Fantasy’s '’ performance is noteworthy, as she represents her owner's first attempt at designing a boat. ** Lady Evelyn,’’ with a displacement of 58 lb., was probably the weightiest yacht in the race, and * e ’ . | Photo: ** ELMO ’* AND ** SABRINA ’? MADE HEAVY F. M. Bridge WEATHER vw Friday, Saturday, 62S) ows 2 Wednesday, Thursday, my, jo Tuesday, July 22... ee ft NOs eee miles per hour. Monday, me CLASS a “A” DURING CHAMPIONSHIP. -- FORCES ae WIND ae ae | ee The full score sheet is given on the next page, and table of wind forces is given below. o,eDu]:+|“yq)*jrso,7F:|yuepdaqlT“+ A[storng* 0Z619O]lgiS8 ax ,,F,\NoUIuNWOyYADSwR««H.|“||veroyyAfuopesTugaggsr*naa“i*°"°}o‘TqrqWpyJ|]pv“*"68l4t681lZc€|SOLeLlIL189baz~). ,9deyDr«“+sPTJ¢NYuAa[kgVq9smrfpoi]c*3|"wOLlSI8v€° ,sTOUTEOAR7«0“ftY|"Aydruog=|Dq}aMueopsvegyZL€cZ4¢II€llz168n MSogLP |—PU“C"‘S1w,*6aRvlWAIi[¢oZDTEO\.NH: 8«p£9€Lcre%QBn|y1,w‘“[VTOPa'0oHuU6Z-Is7SWtD*A |rAP,«p*MLOv“o39IfaDsVduyUwRn°HlgSZ8ejtxi"J<06‘Tq+ vMz,W|sLw“rVc9puaYHoyG1lAOfN.ISFed°*gP8«i€m)q ‘os'd eate s| » U T S N O E i n a e E l N O 9 R P S o y E R ,,2JWUOSEOGIBYNTY)L"«t