Marine Models: Volume 9, Number 12 – March 1937

> ~ ~J = = = 3S Vol. IX, No. 12. HOW Published on the Seventh of each Month TO FOR MAKE A SMALL NE sees far too many nice models unprotected by cases, and exposed to dust and damp, or possible breakage. Good showcases are very expensive items, and the metal binding for corners is difficult to get and handle properly. The case described in this article is cheap to make, looks well and forms an efficient protection for any small or medium-sized model. The model itself will be mounted on a base, which will probably consist of a piece of mahogany or ebonised wood. Get some plain picture moulding with a bevelled inside (i.e., side next the glass) edge. This can be mahogany, for a mahogany base, or oak if it is to be ebonised, and the width should be din. or Lin., according to the thickness of the base of the model. Now the rebate of the moulding is deep enough to take the glass of a picture, plus the picture and a back, so the first job is to reduce the thickness of the moulding, planing away the back until the rebate is reduced to just sufficient to take the glass by itself. If we then put the moulding round the base with the rebate uppermost we have a nice groove all round the base for the glass of our case. The corners of the moulding are neatly mortised and the moulding fixed to the base by gluing and pinning. The heads of the pins or brads are countersunk, being punched OI EE&£ A SIMPLE March, 1937 CASE MODEL below the surface with a pin punch, and stopped over with stopping of the appropriate colour. Cabinet stopping, which is really a sort of sealing wax, and run in with a hot iron, is best for this job, but any suitable stopping will do. Now for the glass. Picture glass (not ordinary window glass) should be used, as it is selected and free from flaws. It is not much use relying on a glazier or picture-frame maker to cut this, as it has to be an exact fit, and “near enough” is the motto of too many of these gentry. The best thing is to get a glasscutter and do the job yourself. A glass-cutter is always a handy thing to have about the house, and it is not difficult to get the knack of using one. Get the best you can afford. Use a steel rule as a straightedge, and run the cutter along with a firm, even pressure. After the glass is well scored it can be snapped along the line, but be careful not to cut the hands doing so. A little practice on an odd piece of glass will soon teach the method of using the cutter. As no metal beading (or binding) is being used at the corners, the glass will have to butt. It will, therefore, have to be arranged so that the sides, ends and top support each other. There is an old game played in naval wardrooms for drinks called “ Scissors.” Two players waggle their hands up and down 334 MARINE opposite each other—“ One, two, thr ee” and on three bring their hand s down either with two fingers extended, the whole hand open, or the fist closed. The extended two gers represent scissors, the open hand paper, and the closed fist, stone. paper wraps stone , stone Scissors cut paper, breaks scissors. Our case is like that game. Sides lap ends, ends lap top, top laps sides. By lap, of course, I mean overlap, and that not only explains how the glasses are to be, of remembering it. Make fit in the grooves, and put the glass before putting in but is a good way the glasses a tight a little glue along position. Do not put any glue on the insid e of the glass as it may be difficult to clean off. The corners of the case have now to be bound with the special “ passe-part out ” binding which is sold for photograph s. Do not use too wide binding, as it will obscure too much of the model. For a mahogany case you can use bronze-coloured “ Passe-partout ” or deep burgundy colour. case you should use black. For an ebonised Crease the bind- ing nicely up the middle before wetti ng. Wet sufficiently to get the adhesive thoro ughly sol- vent, and place in position one strip at a time. Get the binding right down to the base, and arrange the corners neatly. Use a clean rag, a little moistened, to smooth the bindi ng into place, and get the glass up close. This makes a very strong case, practi cally airtight and dust-proof. ——S wr Sp | THE MODELS FINISHED CASE CHANGES IN LyY.R.U. SAIL MEASUREMENTS r, yet important, chan ges have C been madmino e in the I.Y.R.U. methods of sail ERTAIN measurement, automatically come and we into assume force that these will immediately in the model 6-m. and 12-m. classes. As in the A-class, the I.Y.R.U. methods of sail measurement are auto- matically followed; Pres umably these changes apply to this class also. The 10-rater class will is entirely under the jurisdicti on of the MLY.A., so in this class, changes, if made , will have to be ap- proved by the Associatio n. The first of these conce rns the measurem ent of triangular mainsails. In future the position of the top of the boom must not only be indicated by a black band on the mast, but a ‘* permanent chock must be fitted in conjunction with this band.” Further, the mainsail area will in future be 4 (luff x boom), and not 3(lu x diago ff nal) as heretofore. The restrictions on spars, which are not round, have been deleted from the tules, but the limitations of size for masts and boom s remain. By these the minimum diameter of the mast at half the height from deck to jib halliards is fixed for each class, and the boom, complete with jackstay, must be able to pass through a circle having a diameter equal to that fixed for the minimum diameter of the mast. If adopted for the various model classes, this would be, for the 6-m., .75in.; and for the 12-m. and A-class, .9in., approximately. The effect of these two chang es will be to increase the measured area of existing sails the merest trifle, and it will also abolish—as it is probably meant to do—wishbone booms such as that on the New South Wales model ‘‘ Dawn,”’ illustr ated on another page of this issue of MARINE MopELs. Limits on the width of spinn akers are removed, but those on the luff and leech remain in force. ‘The maximum height of the top of the main- boom above deck is also fixed for the various classes. If applied to models these would be, 6-m., 6in.; 12-m., 5.lin.; and A-class, 7.2in., approximately, It is unlikely any model design er will wish to go to these extremes, and a more important restriction concerns barred. loose-footed mainsails, which are entirely A limitation is also placed on the distance abaft the mast of sheet fairleads for large jibs and spinnakers, which in the 6-m. would be 16.4in. and in the A-class 19.7in. approximately. This, again, is not likely to trouble model yachtsm en. The model yachtsman may find these frequent changes annoying, but most of them are for the better. One unfortunate feature from the designer’s point of view is that many rating formule are deliberately drawn in such fashion as to produce what the authorities consider to be a healthy and desirable type of yacht. This may be an excellent thing for owners of full-scale yachts, but many consider it unnecessary for models. It certainly has a tendency to stereotype designing and restrict ex- periment. ; ; i From the designer’s point of view, possibly the 10-rater class is still the most interesting model class, since it taxes L.W.L. and S.A. without restrictin g the shape of the ends of the boat or imposing dis placement limits. MARINE MODELS 335 THE pie LES oi “d tha os re Sy wes ri ‘? oe os 4 rg – » i = vr i ES z x > fe AA f° 2 4 ve a. ss = os 5 fe. TA Lr oe £ o ver PS ay She ne Leet) ee ¥ tr i ah (Continued from page 321) ee month I described the new container I have just made for the blowlamp of my destroyer. I have now taken a photograph of it, and the various fittings described can be clearly seen. These include the pump, filler, release valve and stop-valve. The filter fitted below the stopvalve is, of course, invisible, being inside the container. The clips (fabric covered to prevent scratching the container) can also be clearly seen. It will be noticed that the burner, part of which can be seen in the photograph, is very similar to the well-known “ Torrid ”’ pattern, and has also a regulating valve with a long stem. One little point of interest to amateur photographers is that in order to get a good reproduction of the polished brass container | covered it with metal polish, which had the desired effect of preventing reflections and high lights. In the photographs of the boiler, which also accompany this article, the metal was blackened, which effected the same purpose, but in different fashion. SS BLOWLAMP CONTAINER MADE BY J. VINES I mentioned that when I bought my destroyer model, she had a good boiler in her. However, I have made some alterations to this, which it may be of interest to describe. When I bought the boat and compared her with the drawings of the prototype ship, I found that the modeller had altered the deck arrangements to suit his plant, and shifted the funnels about, thus losing the likeness to the original vessel. | This, of course, was all wrong, so | decided to put matters to rights. The prototype ship has two funnels and I determined to make use of both, the forward funnel for the boiler uptake and the after one for steam blown off from the safety valve. The distance between the two funnels— centre to centre—was |04in., and, after some thought and trying the boiler various ways in the boat, I found the only feasible method of installation, having regard to accessibility of the blowlamp and the distribution of weight, was, with the safety valve immediately under the after funnel, but this meant some wangling to get the uptake to the forward funnel, and also a considerable distance between boiler and engine. How these difficulties were overcome is described for the benefit of those who experience similar problems of their own. Though the boiler was a good one in itself, there were a number of points that wanted attention before I got onto the question of the smokebox, etc. The safety valve was in good condition with the exception of the spring, which required renewal. This is quite a good pattern and one advantageis that the cupped bottom of the stem is spun over the ball so as to retain it permanently in place. There were two bushes in the top of the boiler, one taking the safety valve and the other the old main steam valve. The latter was a hopeless proposition, as not only was 336 MARINE MODELS STARBOARD SIDE OF BOILER FORE END, with sléeve removed to show superheater, Note the smoke-box drum, containing oil-trap and feed-water heater. it a bad pattern valve but so small in the passage as therefore and put pipe to strangle decided a new in the the flow of steam. to alter the bush for the fore-end of the as to be able to use a superheate r. | lay-out steam- boiler so Now, in order to draw steam from the centre of the boiler, I made an extension pipe of a piece of plain thin copper pipe, whic h passed inside the boiler from the fore-end to the top middle of it, thus drawing the steam from the most advantageous part where the effects of any surging in such a felt. x 4in. long boiler would be least The actual boiler, by the way, is 93in. Into the bush at the fore-end a sort of double unicn screws, carrying on its inner end the extension pipe, and on the outer end an ordinary union nut, securing the superheater. The reason why the inner exten sion pipe is only made of thin tube is that, being entirely inside the boiler, it (the Pipe) is sub- jected to the same pressure insid e as out, which is the same as if it was under no pressure at all. The direct check valve had been soft-soldere d into the boiler shell, and had somehow therefore held without silver-soldered PORT SIDE OF BOILER FORE END, with sleeve in place. forward union on_ The the drum is the inlet to feedwater heater, and after one the outlet. the blowing cut. | a proper bush into the boiler. The valve itself was in bad shape as the stem was reduced to next to nothing. I cut this away and gave it a new stem, and fitted the lot to a T-piece I happened to have by me. The T-piece is actually a little to a blow-down loco. casting and designed for quite another purpose, but many of these things work in quite well. The stem of the T was screwed for the bush in the boiler and the spare arm of the T fitte d with a union take pipe. Actually, this fitting is not quite at the bott om of the boiler, but the boat can be heeled when I want to blow the boiler down. Returning to the top of the boiler, which, by the way, has no dom e owing to the shallowness of the hull, the second bush there is used for a pipe to the press ure gauge which is being installed in a conv enient position under the deck. The water-gauge on the after end of the boiler was too small for my liking, so I made a fresh one with fin. redline glass. The top and bott om fittings are fitted with thin knurled nuts so as to get a longer glass than would be possi ble with the usual type. The glass is so arranged that normal water-level is in glass. the middle of the The nuts are packed with asbes tos, and MARINE have one additional advantage that has not been mentioned, as not only are they thinner than the usual type, but also narrower, so that in case of need they do not take up so much room. The top and bottom fittings are locked with a back nut, as this is rather more convenient, and were lined up with a piece of iin. steel rod, which is given a slight amount of float, so that the glass is not nipped by the metal anywhere, but simply held by the packing. The blow-down for the water-gauge, together with all other controls, will be carried aft into the stokehold. Now there were two possible ways of carrying the uptake to the forward funnel, a matter of nearly 7in. forward of where a normal uptake would have been situated. I could either fit usual length of smoke-box and carry the uptake forward with a bend, or I could make an extra long smoke-box with an ordinary uptake at its forward end. As will be seen from the photograph, I decided on the latter course as, to my mind, it presented a number of advantages. Tha smoke-box, which is shown separately in one photograph, contains a feed-water heater, consisting of a long coil of copper pipe of a generous diameter wrapped tightly round the flue tube, so that the long smoke-box not only gives the flame heat a chance to dissipate before reaching the uptake, but utilises it to heat the feed-water. If any of my readers think of following this idea, it should be emphasised that the coil must be tight round the flue tube in order to avoid possibility of rattle. It is quite possible that, although the tube may be wound tight in the first instance, it may be stretched when the flue expands whilst silver-soldering the smoke-box together. If it does, one of the fittings can be unscrewed, and a suitable instrument inserted, and the coil pushed up tight again. The photograph with the smoke-box separated from the boiler shows the starboard side of the gadget. Now the space between the flue tube and the outer casing acts as an oil trap and expansion chamber, and the plug visible in this view is the exhaust steam inlet. The steam entering here blows directly down onto the feed-water heater coils and assists to heat them. Any water condensation or oil collects in the bottom of the drum and is drawn off by means of a cock (not shown in the photo) at the bottom forward end. The exhaust steam is carried from the drum into MODELS 337 the funnel uptake by means of a U-shaped pipe leading from the top forward end of the drum into the uptake. This again is of generous diameter, so as to give a gentle blast up the funnel. The other photograph shows the port side. It will be observed that there is a space between the boiler proper and the feed-water heater drum, which is filled with a plain sleeve, which covers the superheater. The first photo shows the boiler and drum in their respective positions, but with the sleeve re- moved, and in the second picture it is in place. In passing, it may be mentioned that the superheater consists of 4ft. of tin. copper tube, On the port side the two unions shown on the drum are for the inlet and outlet of the feed-water. The after one, which is the outlet, is coupled direct onto the check valve on the boiler, while the forward one takes the delivery from the feed pumps. Now if the feed pump was between the feed-water heater and the boiler, the airlocks that are certain to form in the heater would prevent proper working. By forcing water into the heater, everything in the heater itself—water, steam or air—is forced along into the boiler so that proper functioning is certain. In concluding my description I may add that the material from which the drum is made is far lighter than that used for the boiler, as it is under no pressure worth considering. I actually used 20-gauge as about the lightest that will stand up to the heat used in silver-soldering. The whole contraption—boiler, sleeve and drum—will be lagged with asbestos, covered with blue steel lagging, and this will also serve to keep everything together. This reminds me of a little point which I did not mention when I described my method of fitting a gauge glass. I do not tighten the packing nuts on a water-gauge teo much when fitting, but leave them the merest shade slack. The first time | get up steam, they, of course, weep, and I then proceed to tighten down a fraction until the packing has bedded down and they are just tight enough. This avoids putting too much pressure on the glass. In cutting gauge glasses put a nick with a file and break to length. Remember that even a scratch on the surface of a gauge glass will probably cause it to fly, so treat them with kindness. (To be continued.) 338 MARINE SHIPS’ MODELS ARMAMENTS By A. P. ISARD, A.M.I.Mech.E. (Continued from page 318.) $6 RY her with Long Tom.” To how many of us do these words bring back recollections of our boyhood days, and the frontispiece of ‘‘ The Three Lieutenants,” by William H. G. Kingston, that delightful series of four volumes of exciting adventure on the high seas so popular with the boys of the ‘nineties? The truck carriage is of such importance that it will not come amiss to explore its development in some detail. The force sustained by the breechings in restraining the recoil of a discharge usually caused the weapon to jump, since they acted somewhat below the gun-axis, thus actually exerting a lifting force that raised the fore trucks off the deck. It follows, therefore, that the heavier the gun, the higher the gun-axle, resulting in even greater lifting effort forward. Generally, deck space did not permit of the after trucks being far enough back to counteract this obvious disadvantage. _ If tackle was attached to the ship’s bulwarks on either side of the gun, they would have to be precisely adjusted to be of equal length, and when the gun was traversed slightly ahead or astern, these breechings would cause unequal retardation to the recoil, resulting in the whole carriage slewing round violently and often injuring the gun-crew and smashing up gear. Most of the fighting at this time was practically of a broadside nature, and there does not seem to have been any attempt to limit the size of the gun-port to the gun-carriage, or vice versa. The gun was outhauled with the carriage “‘ chock-a-block ” with the timbers of the gun-port. It is recorded that Sir William Congreve called attention to the numbers of men constantly maimed by the recoiling of heavy pieces aboard ship, most of the damage being done by the random recoil path of the carriage, which is affected by the motion of the ship and inequalities of her deck. “* That it is difficult to know, within a few feet, to where the carriage will come, and the greatest watchfulness is necessary on all hands to prevent accidents.” In addition, damage was caused by breechings, bolts and sundry fittings thrown about amongst the crew. More dangerous still was an uncontrolled heavy gun and it is thought that Admiral Balchen’s old “ Victory” was lost off the Casquets in 1744 by the breaking loose of her great guns in a gale. In spite of all these troubles and rivalry with other types of mountings, the truck carriage survived and had a long life, as it had its advantages. It was a simple, resilient structure of timber: so simple as to allow of the ship’s carpenter and his mates, with their simple tools, effecting most repairs that might be necessary. The whole gun and carriage, being securely fastened together by means of sound trunnions, bolts and iron bands, recoiled freely as a whole, thus not only relieving the gun itself from the shock of discharge, but also the ship’s structure. If the gun was mounted upon a heavy metal carriage, the discharge shock would in time doubtless have destroyed both gun and carriage; and if made too light, would have torn away from its breechings. Carriages were, therefore, a matter of experience and experiment, their sizes, strength and weights being nicely balanced with the weapons they were to carry and, like most things about a ship, a compromise. They gave best service in use when the ship was on an even keel, the recoil being more dangerous when guns were fired to windward. The timber selected and used in construction was elm, and this point should be specially noted and used in correct modelling. Mention has already been made of the importance of correct diameters for the trucks themselves, so let us follow the stages of re- coil. Upon the gun being fired the carriage would start from rest suddenly, the trucks first skidding on the deck. Then, after this first violent motion, the trucks would commence to revolve while the carriage smoothly ran back until finally brought to rest by the breechings. In order to increase the truckdeck friction the position of the trunnions MARINE was important, and it was universal practice to have these “ quarter-hung”’ (that is, situated slightly below the gun-axis). To minimise the jump, weight was thrown upon the after trucks, in addition, by balancing the gun so that the breech end was heavier than the muzzle, the proportion being 1/20th of the weight of the gun added to the breech end, this pressure being taken by the quoin. The quoin, which was a wedge-shaped piece of timber used for elevating the gun, although primitive, was retained in use for a long period, it being considered quicker in action and superior to any form of screw. Finally, the importance of mobility held the truck carriage against all comers, and it must be remembered that armament of those days was not an integral part of the ship as it became later. In heavy weather, on a long voyage, or in a fast chase, guns were often struck into the hold, thus stiffening the ship and freeing her decks for the more easy handling of her gear under sail. We have now before us some of the chief advantages and disadvantages in the development of the truck gun, so the elimination of bad points, together with added refinements, naturally followed. on. The importance of the ability in training guns off the beam, either ahead or astern, became evident, and wedges were placed and MODELS 339 adjusted behind the trucks for taking up the unequal recoil. These wedges were tarred and roughened in order to increase the friction. It was contrary to regulations for guns to be fitted with improvements not officiall laid down, and much of the scientific werk was paid for by the private pockets of enterprising officers. It is on record that the truck gun obtained its highest efficiency about the time of the war with the U.S.A. in 1812. Probably the highest example was the “Shannon,” commanded by Captain Philip Broke, through whose enterprise her guns were fitted with sights and the deck orientated for bearing, and whose gun carrlages were marked in degrees for elevation. This ship was a 38-gun frigate, mounting some 28 18-pounder long guns on the gun deck, 14 carronades and 32-pounders on her quarter-deck, and four long 9-pounders; she fought a duel with the American “ Chesapeake,” who struck her colours in 11 minutes, so efficient was the fire control of the British ship. The “Shannon” may be said to be the very zenith of the smooth-bore truck gun, and after the American war these guns slowly gave place to different and better forms of mountings as gun-power rapidly advanced. Our readers’ attention is specially drawn to one of the commonest faults found amongst models, namely, the wooden gun-carriage being made parallel to the gun axis. This is not usually correct. The carriage should be of less width at the fore than at the after end, so that the side cheeks are parallel to the external taper of the gun. The sketch herewith reproduced shows this point correctly, but embodies two other faults which must be avoided. The sketch shows the forward trucks tracking with the after trucks, whereas the forward trucks should be brought into the side cheeks, allowing just the same clearance as the after ones; thus, the two pairs of trucks do not track. Again, the trucks are shown as of all the same diameter, whereas the forward trucks should be of larger diameter, as previously is i A MODEL GUN EMBODYING SEVERAL COMMON ERRORS (See Text.) mentioned at length. This series of articles will be continued in MARINE MOopg.Ls, Volume X. 340 MARINE MODELS SIMPLE NAVAL ARCHITEC TURE FOR MODEL YACHTSMEN & MARI NE MODELLERS By YARDSTICK (Continued from page 312.) sfully proved that the H calculated C.L.R. was not the effective AVING succes C.L. Pressure, and that the latter was constantly moving about, I procee ded to give the method of calculating the C.LR. The reader may well ask why I did so. The actual fact is that though we know the C.L.R. is entirely erroneous, no method of finding the actual Centre of effective Lateral Pressu re exists, so there is nothing one can give the beginner to put in its place. The more experienced designer can draw on his experience, but the beginner has to use the C.L.R. and C.E. as a rough guide, but he must not expect any particular placing of these imaginary centres to be right necessarily, and must not pin his faith on positions ascertained by waterline percentages, etc. Whilst I am on this subject I may as well deal with the Centre of Effort of the sails. This is simply the C.G. of a plane of the shape shown by the sails on the sailplan. Now this assumes that the sails are never trimmed but always stay as depicted on the plan, whereas in actual sailing they are never in this position, but always forward of it. Further, it assumes that the pressure all over the sails is alike, and the same under all conditions. As has been mentioned, the back of the sails does far more work than the front, and the vessel is constantly being sucked forward into the vacuum on the lee (or forward) side of the sails. Further, we know that pressure increases greatly towards the leading edge (luff) of the sail, and particularly in sailing close-hauled we have also the shift of pressure towards the leading edge as previously ex- plained. All this goes to prove that the calculated C.E. is as unreliable a guide as the C.L.R., and that the effective Centre of Wind Pressure is somewhere forward of the C.E. and constantly moves about. Unfortunately, here again there is no method of ascertaining the effective C.W.P., so there is nothing except experience to guide us in placing the sailpla n over the hull. . One thing all this does go to prove, however, is that a long luff is essent ial for an effective sail. one means In speaking of an effective sail, the sail which gets the greatest driving power from a given area of canvas. This is particularly the case with windward work, and for this a proportion of height to breadth of about 9 to 1 is theore tically the most effective. Dead before the wind, a sail having an “ Aspect Ratio” (heig ht-breadth ratio) of 1 to 1 is the most effici ent. We therefore see that as we increase the Aspect Ratio in order to improve windward work we decrease efficiency off the wind. In actual practice, a sail must be sufficiently wide to bank up pressure along the leading edge; further, there is difficulty in staying these ultrahigh sailplans, and it must be reme mbered that a headsail loses efficiency directly its luff sags. Also a sail, being made of cloth, twists along the luff, and here again there is loss of efficiency, particularly in the ultra-high sail, which tends to wind to an extent that renders it inefficient and spoils the set. It is, therefore, impossible to say exactly where betwe en the 9 to 1 and | to 1 Aspect Ratios the best proportions lie for general all-round efficie ncy. Experience would seem to place it somew here between 3 to | and 4 to I. There are a number of other points which affect the design of a sailplan. It has been mentioned that the actual C.W.P. moves about considerably, and it will be obvio us that the range of this movement in a narrow sailplan is more restricted than on a broad plan. Likewise, the actual C.L.P. moves about, and as the movements of the C.W.P. and C.L.P. must keep step more or less, it follows that a long keel boat requires a broader sailplan than one with a short keel, and vice versa. The above facts also account for the superiority of the Bermuda sloop to windward, and also for the excellence of the schooner in reaching. At first blush, the tyro might ask why the schooner is better reaching than running, but a moment’s thought will show him that, while running, the forward sails are masked by the after ones. MARINE Figure MODELS Figure 12 11 The method of calculating the area and C.E. of a sailplan is very simple. In Fig. 11 a very ordinary Bermuda rig is shown. In the jib a perpendicular is drawn from the clew to the luff. Then the area of the sail is 4(luff x perpendicular), in this instance $(42 x 13.25) = 278.25 sq. in. The perpendicular is not shown on the mainsail, but the measurements are luff 54in., perpendicular 24in., so the area is (54 x 24)=648 sq. in. It should be noted that these are actual measurements, and under various rating rules sail area is differently measured. Where there is a curved bow (or roach) to a sail, the area is ascertained by multiplying the base by two-thirds of the greatest bow. The method of finding the C.E. of a triangular sail is shown on the mainsail in Fig. 11. Each side is bisected, and the point of bisection joined to the opposite angle. The point where the three lines intersect is the Centre of Effort of the sail, Having found the separate C.E. of the jib and mainsail, the next thing is to find the combined C.E. for the whole sailplan. The way to do this is shown in Fig. 12. Join the 341 C.E. jib and C.E. mainsail. Then, at the tack of the jib erect a perpendicular. Measure the distance the C.E. jib is abaft the perpendicular (9.375in.), and the distance of the C.E. mainsail (23.675in.). The combined C.E. is now found by taking moments in the usual way, as follows : — Jib Main Area Distance Moments 278.25 x 9.375= 2608.5937 648.0 x 23.675= 15309 926.25 17917.5937 The sum of the Moments (17917.5937) is then divided by the sum of the Areas (926.25), and the result (19.344in.) is the distance abaft the perpendicular of the combined C.E. This only gives the fore-and-aft position of the C.E., but it must lie on the line joining the C.E., jib and C.E. mainsail, so it can be measured off as shown. When a quadrilateral mainsail has to be dealt with the method of finding the area is shown in Fig. 13. A diagonal AC is drawn dividing the sail into two triangles ABC and ACD. Perpendiculars BE and DF are drawn 342 MARINE MODELS Figure 13. in these triangles and their areas are found separately and the sum is the area of the sail, In Fig. 13 the area is (AC x BE) plus 4(AC x DF). To find the C.E. of quadrilateral mainsail (see Fig. 14), first join the tack and peak by drawing the diagonal AC, then find the C.E. of the triangles ABC and ACD at G and H respectively. Next join the clew and throat by the diagonal DB and find the C.E. of the triangles BCD and ABD at K and L respectively. Join GH and KL, and their point of intersection M is the C.E. of the sail. The ©.E. of a sailplan with a quadrilateral main sail is found similarly to a Bermuda plan. When there are three or more sails, moments are taken in the same fashion to ascertain the fore-and-aft position of the C.E. Its height can be calculated in a similar fashion by measuring the heights of the various sails above L.W.L. and _ taking moments. In the short series of articles, which the present terminates, I have given practically all the calculations and mathematics required in designing model ships, steamers and yachts. There are one or two other necessary calculations, but these are worked by the same methods. For instance, the volume of a lead keel is calculated exactly the same as the volume of Figure 14. the underwater part of a hull, and all one wants to know is that a cubic inch of lead weighs 640z. In order to find the C.G. of a vessel one finds the C.G. of each component part and its weight, and takes moments work- ing from a suitable point, as one did in finding the combined C.E. of a sailplan. The beginner should also turn to the January and February, 1936, issues of MARINE MODELS and read my articles there which ex- plain the theory of the Metacentre and principles of stability. In the next volume of this Magazine I am publishing a further short series of articles on Drafting a Design. FOR SALE *“A’ CLASS. ‘Symphony II’; was sixth British Selection Trials, 1933—see photo “ Marine Models,” September, 1933 : was re-modelled when she was fifth in Selection Trials and won “ Nyria’’ Cup, “‘ Gosnell’? Trophy and several spoons during 1934. Hardly sailed since. Mahogany built; three suits of sails, The whole in good order. £12. Apply G. Howard Nash, Moore Place Hotel, Esher, Surrey. 36 in. RESTRICTED. Cup winner. Three suits sails; spin- naker and stand; chromium fittings. Also 50-800; nearly new. £2 each. Sutherland, 47, Robertson Street, Battersea. FOR SALE AT LOW PRICES. 5 ft. 4in. MODEL OF ‘‘ ENDEAVOUR I.”’ 10-rater class. Bread and butter construction. Price £8. 4 ft. 6 in. (excluding bowsprit) model of racing two-masted fore and aft rigged Schooner. Rib and plank construction. Price £6 6s. 5ft. model of “Shamrock V.” 10-rater class. Rib and plank construction. All mahogany hull. A magnificently built yacht. Price £10 10s. Fittings of each yacht are chromium plated. Full details on application to E. D. Walbourn, 22, Daybrook Road, Merton, S.W.19. All yachts are new and in perfect condition. MARINE MODELS 343 PETROL ENGINE and HYDROPLANE TOPICS By J. B. INNOCENT (Continued from page 323.) | ie month I left off with a few prelimi- nary remarks on the forming of ports, and I should now like to enlarge on this matter somewhat, for port shaping is a matter of considerable importance in a racing engine. When one gets right down to brass tacks, it is the ability of an engine to breathe that decides its eventual power-producing ability. Of course, it would be a waste of time to provide excellent breathing arrangements for an engine that could not stand up to the power produced in the cylinder, but it is just as bad to make a really sound lower section, fit to take any possible pressure, and then give it respiratory organs that prevent the attainment of your object. Furthermore, it must be remembered that high r.p.m. is essential, for there is a practical limit to the maximum pressure that can be obtained, so to get more power you must apply the pressure more often. Breathing is regulated by the opening of the valves, and the freedom of flow of gas through the ports and past the valves. Cam design governs the first of these, and in this connection I believe in some moderation, for whilst an extremely hectic cam will enable the engine to breathe very fully at fairly high t.p.m., it may prevent breathing at higher speed owing to bounce or float of the valves. A more moderate cam might well reduce the power slightly at the lower speed, but enable much higher speeds to be used. It is, of course, a matter for compromise, as is so much of petrol-engine designing. | shall be returning to the matter of cam contours later, when I shall devote at least one article to the subject. Freedom of gas flow is governed by the size of the openings, their shape and their surface. Thus, the ports should be as large as possible, their curves as easy as possible, with everything streamlined as well as circumstances will permit, and, finally, the walls of the passages and the valves themselves must be given a really good polish. The matter of sizes is limited by mechanical considerations, and it can be overdone, so that the motor is rough running at anything much below its maximum speed, but this disadvantage does not concern us. It is, however, easy to overdo the size of the exhaust pipe, thereby losing much of the extractor effect that can be had from the high velocity of the moving gas column. If one valve is to be larger than the other, preference should go to the inlet valve, as it is now established that it is easier to empty an engine than to fill it. For the purpose of filling you have the partial vacuum left by the descending piston working in conjunction with atmospheric pressure to move the incoming charge, but in the case of the exhaust you have an initial pressure of around 100 lb. to the square inch, the direct push of the piston, and the extractor effect of the gases to complete the emptying. Reasonable sizes of ports for engines where the stroke is slightly greater than the bore are Sin. for a 30 c.c. and 4in. for a 15 cc., which gives valve diameters of }{in. and sin. respectively. The valve stems should be onefourth of the port diameter, when good valve steels are used. In the case of the inlet port, it should increase in size from the choke to the valve seating, but the exhaust should increase away from the seating to a pipe of about 3in. bore. Due regard should be paid to the presence of obstructions, i.e., the valves, stems and guides, and the port should be enlarged around them to compensate matters. The inlet guide need not project into the port, provided sufficient guide length can be obtained without, but the exhaust guide needs to extend to the valve head in order to protect the valve stem from the flame. This might give an excessive length of guide to the exhaust, and, in addition, the guide might well try to transfer heat to the valve stem, and to avoid both of these the hole in the guide should be relieved at its lower end. The best material for valve guides rather depends on the metal from which the head is made, though bronze is always to be preferred for the inlet, provided it can be lubricated. Cast-iron has the advantage of requiring much less oil, and may well be used when the head is of the same material. If the head is of bronze or light alloy, the coefficient of expansion will be such that iron guides may become slack when the head is hot, but bronze will expand sufficiently to stay tight. 344 MARINE When machining a guide, it is essential to see that the hole and the outside locating surface are concentric. Firstly, you will roughdrill the hole, then size it with a D-bit or reamer, and, provided you are completely confident that the drill went straight, the outside may be turned at the same setting, but it is a safer plan to rough-out the outside, part off, and then finish with the guide pushed onto a stub mandrel. It is a natural peculiarity that the valveguide hole is longer on one side than the other, with an inclined valve lay-out. This may cause trouble if the outside of the guide is made full to size for its entire length, for the longer contact area will tend to push the guide over. The cure, of course, is to relieve the diameter of the inner end of the guide, so that the sized portion is only a little longer than the shortest side of the hole. In any case, it is a sound scheme to cut the seats from the guide-hole after the guide is fitted. The cutter is quite a straightforward turning job, but it should not be made in one piece, as it might well distort in the hardening. There are two types in common use: one wherein the cutter screws onto an arbor, which is a close-running fit in the guide, and the other has an arbor that is a push fit in the guide, and on this the cutter is just free to rotate. The teeth should be plentiful, and are, of course, filed up in the same way as a milling cutter. It is sound practice to avoid direct contact between the valve springs and the head or guide. Steel collars should be used, machined a trifle slack for the guide, and made so that the contact area with the head is restricted. This addition will definitely increase the life of the springs. The top spring collar should be made as light as possible, provided it is kept strong enough to keep the collets from pulling through. This matter of weight is all-important with valve gear, and remember that everything between the cam and the valve seating comes under this heading. The rockers are probably the worst offenders, for many have ends that look as if they were designed to hammer the valves open instead of pushing them. On Betty,” the rocker arms are 40 thou. thick only, and work springs whose peak pressure is 16 lb.; against this I have seen a published blue print showing rocker arms jin. thick, even though the peak spring pressure MODELS was only about 10 lb. “ Betty’s” rockers are ordinary mild steel, case-hardened, but the hardness of the arms has been let down to avoid fracture. Of course, the rockers should be of considerable depth, say, gin. at the spindle or sleeve, and tapered to the ends. Actually, a rocker arm is a cantilever loaded at the tip and anchored at the root. Thus, the metal should be concentrated at the top and bottom, but as they have to dance about rather rapidly some attention should be given to streamlining. The weight question must not be allowed to override all others, for you cannot afford to lose movement owing to flexing. Rocker spindle diameters, for instance, must be maintained, but there is no objection to making them hollow. Likewise, the supports for the rocker gear must be rigid in the direction of the loading and overhang kept down to the minimum, The finishing of the head fins is best done with dental burrs and a file. The boltingdown holes require facing off to the correct height, and for this there is nothing better than a pin drill. In case you are unacquainted with this tool, I had better explain that it is an endmill with a centre pilot to fit the hole. They are easily made from silver-steel by drilling for the pilot, facing off and filing for the cutting teeth. The pilot should be a tightish fit in the drill, and of such length that when it bottoms on the drilling table or pad, the face is at the correct height. I hope to tell readers more about things in the new Volume of Marine MopELs. MODEL YACHTING AT LITTLEHAMPTON E have not forgotten what was said WV about model yachting and the model yacht lake by the local Urban Council, where it was stated that the pond often referred to as the model yachting lake, is not intended for model yachtsmen, but as a storm water overflow. It is, therefore, refreshing to read that the sport has the warm approval of the Littlehampton Chamber of Commerce, and is considered to bring the right type of visitor to the town. We hope that in the near future the authorities will see the error of their ways, and build a really adequate lake of sufficient size, and blest with a plentiful supply of water. MARINE SAIL MODELS 345 TYPES By G. W. MUNRO (Concluded from page 325.) HILE we are considering the two- / masted types with square sails, per- haps it should be made clear just how double topsails are shaped. In the first place the masts are the same whether a vessel has double or single topsails. The large topsail was found very unhandy to work, and required too many men to furl it, so someone had the bright idea of cutting the sail in two. If the reader is particularly interested in this transformation period, we cannot do better than suggest his reading those two valuable little books by Robert Kipping, Masting and Rigging, and Sails and Sailmaking. The change came about the middle of the last century, right at the peak of the China Clipper era. Most of our readers will have noticed that, 12 the well-known lithograph of the Tea Race, 1866, the * Ariel” has double topsails, and the “‘ Taeping ” single topsails. This picture is about the best illustration of what we have in mind. If one covers the lower topsail yard it will appear as if the ship has single topsails. The one point where nine out of ten model makers and artists go astray is in the cut of the foot of the upper topsails. There are no stays leading forward between the upper and the lower topsails, and therefore no reason for cutting a huge “ D” in the foot of the upper topsail. By way of a little amusement, just look up a few artist-drawn sailing ships with sails set, and compare them with an equal number of photographs. The foot of the upper topsail should be absolutely horizontal and just clear of the lower topsail yard. It would appear that it should be an easy job to lace the foot of the upper topsail to the yard or head of the lower topsail. The same applies to topgallants. When the sails are set, the lower topsail yard should be just half-way between the main (or fore) yard and the upper topsail yard —showing that the modern double sails have just half the hoist of the old single sails. The roach or curve cut in the foot of the sail should be made so that it just clears the stays leading forward. Another way of putting this is that it should be level with the trestle-trees. Another feature that applies to two-masted vessels, as well as the larger craft, is the introduction of double jibs in place of the old single jib. If one looks at old prints of sailing ships, or better still, some old sail plans, it will be noticed that in the more beautiful designs there is a very clear system in the stays—they are not merely stretched between two points, but are placed so that they form a continuous line running down diagonally to the fore part of the ship. In the case of double, or inner and outer, jibs, the stays are arranged so that each takes” an equal pull from the main royal stay. That is to say, if the line of the main royal stay were continued, it should bisect the angle formed by the two jib stays. There is another factor which must be remembered. If the fore topmast staysail leads down in a similar manner, then the inner jib stay, being the middle of the three, will form a continuous line with the main royal stay. Now just a few words regarding the head sails on these two-masted vessels. It is usual to fit a triangular sail on the fore.stay of a Schooner, a Yawl or a Ketch, but if the vessel is square rigged on the lower fore mast this -sail will not be of much use, and its leach will most certainly foul the bunt of the fore course. Therefore, it may be taken for granted that a vessel will not have a sail on her fore stay if she is square rigged. The fore topmast stay sail is rigged between the fore topmast head and the outer end of the bowsprit (it is taken for granted that the vessel has a jibboom). The inner jib stay sail extends from the fore topmast head down to the first stop on the jibboom. The outer jib is similar but extends to the second stop on the jibboom. It might be noted that the stop for the inner jib is exactly half-way between the outer end of the bowsprit and the stop for the outer jib. The stop for the flying jib is generally about half as far out from the outer jibs as the space between the inner and the outer jibs. A jib topsail has the lower end of the stay close up to the jib stay, so that from a short distance their tacks appear to converge. The sheet of the flying jib, and that of the jib topsail, is about half-way between the head and the 346 tack. MARINE The sheet of the jib and the fore top- mast stay sail is somewhat lower, and the sail has a shorter foot. Just as the stays all form continuous lines running forward, so must the gaffs be arranged to be parallel to the stays. This is a tule which is seldom broken in yacht designing, but one may see other craft occasionally breaking this rule. It must be remembered that the designer probably followed the rule, but the present skipper might have ideas of his own on howto set a gaff sail. We next come to the three-masters. Here we have the most numerous vessels of all, and much overlapping. However, we may take the three-masted ship as the most important, and at one time the most numerous. Origin- ally, the ship was very like a three-masted barque: she had a square fore and a mainsail with the topsails and topgallants, but on the mizen she carried a fore-and-aft sail called a bonadventure. This sail was set on a yard, which was slung under the mizen top, in a fore-and-aft direction instead of athwartships, like the others. Later, the fore part of this sail was cut off and only that part abaft the mizen-mast remained. The yard was known as the mizen-yard, and did the work of what we now know as the gaff. The mizen-yard was hoisted just as a gaff is to-day. The foreend of the yard had a tackle rigged to the taffrail, and it was hauled up taut to give the sail the required peak. I should have mentioned that the bonadventure was cut in theform of a triangle, like the combined mainsail and foresail on a one-masted boat. It was the foresail part that was removed. The yard was hoisted beside the mast, within the shrouds. Later, the fore part of the yard went, and the gaff was introduced in its place. In the early days there were many ways of rigging The most usual was to place the fore-end of the spar against the mizen-mast— a pair of jaws having been scarphed to it to the gaff. act as a guide—and hoist the gaff up the mast by means of the halyards. This method was quite all right as long as the mizen-mast was comparatively small, and made from a single tree, but if it had to be woolded the gaff would rub against the woolds and not go up at all. The method of getting over this trouble was to set up a rope between the mizen-mast head and the deck, and to slide the gaff on this. Sometimes a length of timber was stepped MODELS into the deck and fastened between the trestle-trees above, for the same purpose. This was then called a trisail mast. Later on, the gaff was never lowered, but the sail was brailed into the gaff and the mast. the present practice. Regarding the trisail mast: This is some enthu- siasts insist that a Brig fitted in this manne r is not a Brig, but a Snow. The marks of distinction being that a Brig has gaff attach ed to the mainmast, and the foot of the sail is spread by means of a boom. The Snow has a trisail mast and no boom. This seems quite reasonable until one falls in with a vessel rigged with some of the features of a Snow and some of the features of a Brig. My own impression is that the Snow comes from the Baltic and the Brig from the Mediterranean. The trisail mast was probably more commo n in the Baltic, and one naturally saw them on Snows from the Baltic. Now to return to our three-masters. Apart from the Ship, we have the Barque. Origin ally, this vessel had a square sail set on the mizen. It was the mizen topsail. It was exactly like the mizen topsail on a Ship. In order not to have confusion, the yard which extended the foot of the sail was called the cross-jack, and not the mizen-yard, as one would expect. The name mizen-yard had already been given to the fore-and-aft yard, as we have seen. There is another point which from time to time. course or cross-jack? comes up Does a Ship set a mizen Originally, no, as the mizen-yard was very much in the way. Apart from that, the spanker and the cross-jack are apt to blanket each other. With the introduction of the gaff on the mizen-mast, it was possible to fit both sails, and set whichever would be the more useful. This was done on many American Ships, but it was very unusual on British and Continental Ships merely on account of the old traditions. The majority of the remaining Schooners are three-masted. They have a pair of topsails on the foremast, and jib-headed topsail on the main and the mizen. Among other three- masters, we must include the Barquentine. This vessel has all square sails on the foremast, and fore-and-aft sails on the main and mizen —it is the three-masted counterpart of the Brigantine. As vessels grew in size so it was found that a fourth mast had to be stepped. The majority of these were Barques. In America, the most MARINE numerous vessels are four-masted Schooners. There is one small point that I should call attention to here. During the iron shipbuilding era in Britain a few four-masted Ships were built, and later converted to Barques, as was done with so many three-masters, but the number of conversions was not so great as is made out. The reason is that Lloyd’s Register gave all these big fourmasters the title Ship. Later, they were called Barques, and enthusiasts jumped to the conclusion that they had been converted. The probable explanation behind this is that a Barque means a small Ship, and as the new vessels were larger than the previous threemasters, they could not reasonably be called Barques. To back up this statement, it might be recalled that there were similar vessels in the Tudor times with four masts, and these were known as Ships. There is a very rare vessel called the Jackass Barque. MODELS Before finally concluding, I should mention some of the differences one sees in the yards and sails on the fore- and main-masts of Ships and Barques. It must be recalled what I said about single and double topsails. Most large Ships had double topgallant sails and royals over these. When these vessels have their sails furled the yards which are called double are close to each other, the upper yard being lowered to the lower, which is a fixture. When a vessel has double topgallant sails and no royals she is then called a bald-header. I do not think there were any Ships rigged in this way, but only Barques. In this case the yards are all much the same length, and do not taper as they rise above the vessel. SE It has the fore and main masts rigged like a Ship: the mizen and jigger are fore-and-aft like a Schooner. There are also other rather peculiar rigs that one sees from time to time. One, in particular, has square rig all down the foremast, fore-and-aft on the main, square topsails on the mizen with a fore-and-aft mizen sail, and so on alternately as we go aft. I have been asked from time to time what the names are on a multi-masted vessel. | was once told by a sailor on an American Schooner with six masts, that they were: fore, main, mizen, jigger, spanker and driver, but I must confess that I get a little muddled about these things, as it would seem that each man has his own name for these extra masts —some of them not printable here. However, it will be remembered that the Germans built some large vessels with five masts. As they were square rigged the above names would not fit in very well, and I believe the most popular version is: fore, main, middle, mizen and jigger. At one time there was a distinct difference between a driver and a mizen. The driver was a large sail set like a studding sail on the mizen, but to-day a spanker and a driver mean the same thing, and a jigger is included in this lot if the vessel has four masts. The fore-and-aft gaff sail on a three-masted Ship is generally called a driver or spanker. The same sail on a Barque is a mizen if there are three masts. If there are four masts it is known as a jigger. 347 Stn – Ei, | . = —. y G Qmees THE ORIGIN OF THE INTERNATIONAL A-CLASS MODEL YACHT UERIES have recently arisen as to the origin QO of the International A-class, so the following brief résumé of how this came into being may be of interest to readers. In 1913 an international race was held at Engheinles-Bains, near Paris, between teams of three 80 cm. boats to a now obsolete rule. Teams representing Belgium, France and England took part, and the British team won. The next international contest was in 1922, and was the result of a challenge issued by Mr. W. J. Daniels to any model yachtsman in the United States to meet him in a series of races. The models used were to the American B-class, and the races were sailed from skiffs. Mr. Daniels with ‘* Endeavour ”’ was defeated by Mr. A. E. Bull’s ‘* Polka Dot,’’ but the effects of these races were probably more far-reaching than if ‘‘ Endeavour ’’ had been successful, as the present series of international races was the direct outcome of a promise to send a boat from the States for a return match. On his return from America, Mr. Daniels had an interview with the Editor of the Yachting Monthly with the result that the proprietors of that magazine offered a cup for international competition by models to a new formula devised by Major M. Heckstall Smith, who was then the Editor of that periodical. The first race was in 1923. When the original International Model Yacht Racing Association was formed in 1927, this class of model was adopted formally by all the countries concerned as the International A-class. 348 | aE. MARINE MODELS 3 ~ ASSOCIATI By W. J. PIKE, = Hon. Secretary HE Annual General Meeting of the Association was held on Saturday, Jauuary 30, 1937, at Anderton’s Hotel, Fleet Street, E.C.4, at 3 p.m. Mr. C. N. Forge (chairman) spoke of the loss the Association had sustained through the death of the late Secretary, Mr. A. Littlejohn. He asked the meeting to stand in silence as a tribute of respect. Mr. V. W. Wade mentionedthe loss of the late Mr. A. E. Foster, and at the chairman’s request a similar honour was paid to his memory. Mr. Forge went on to speak of the emergency caused by the death of Mr. Littlejohn, and told how the Council had had to obtain the services of volunteers to carry on the work of the Association. Treasurer’s Report and Balance Sheet. Mr. J. E. Cooper (Hon. Treasurer), in introducing the Balance Sheet, drew attention to the fact that the General M.Y.A. account had a balance of £41 4s. 63d., but that the A-class Regatta Fund balance had been nearly wiped out, but that there was a balance of £6 8s. Ild. standing in the name of the Yachting Monthly Cup Committee, that really belonged to this fund. The Council had also been obliged to transfer £10 from the General Account to make up a deficit in the Hamburg Fund. Mr. H, B. Tucker, referring to the matter of advertising, said that, unfortunately, the price of materials was going up, and that the proprietors of the official journal had found it necessary to raise their charges for advertisements. Mr. Forge said that the Council were agreed that these extra charges should be paid, and this was agreed to. With regard to the 10-rater Regatta Account, Mr. Giles asked why there was such a difference in the amount spent for prizes for the A-class Regatta and that spent on the 10-rater Championship. It was pointed out that, in addition to prizes provided by the M.Y.A., the Birmingham M.Y.C. had kindly given several extra prizes. Mr. Vincent-Hill mentioned that he had an offer of a new Cup to replace the present Championship Cup. Mr. A. T. Hugo said that the old Cup had historic associations, and he would be sorry to see it dis- carded. The question of all the various accounts being amalgamated into a common M.Y.A. account was discussed. The meeting felt that the Council should have authority to transfer funds from one account to another and that the Council’s action in the matter of the Hamburg Fund be approved. The Chairman stated that when the matter of the Constitution came up for discussion there would be an opportunity to debate the matter. Mr. H. B. Tucker moved, and Mr. Howard seconded, that Mr. W. M. Carpenter be asked for the balance of £6 8s. 1ld. standing in the name of the Yachting Monthly Committee. This was carried. It was pointed out to the meeting that a sum of about £70 would be needed for 1937, but that the Regatta Committee should more fully consider the question of prizes. The acceptance of the Balance Sheet was moved by Mr. Howard, seconded by Mr. Cunningham, and carried. A vote of thanks to the Hon. Treasurer and also to the Auditors, Messrs. Masters and Bayliss, were carried. The Windermere M.Y.C. was elected as an affiliated club. Election of Officers. The Chairman said that he desired to bring to the notice of the meeting the fact that the Council had found it necessary to appoint three temporary officials to assist, viz., Mr. O. Steinberger as Racing Secretary, Mr. W. M. Bauer as Registrar, and Mr. A. W. Littlejohn as Publications Secretary, and suggested that if these gentlemen were willing they should be elected to these offices for the ensuing year. Those named having signified their acceptance of the respective offices, Mr. Tucker proposed, and Mr. F. Borkill seconded, a vote of thanks to these gentlemen for their help last year. The following officers were re-elected for 1937:— Chairman, C. N. Forge, Esq.; Vice-Chairman, A. W. Littlejohn, Esq.; Hon. Treasurer, J. E. Cooper, Esq.; Hon. Secretary, W. J. E. Pike, Esq.; Auditors, Mr. V. F. Wade and Mr. W. Howard. A vote of thanks to Mr. Pike was moved and carried, and it was agreed that an honorarium of £10 be awarded to him. Mr. Pike duly returned thanks. Council, 1937. Messrs. A. J. Child, W. J. Daniels, H. Pragnell, T. H. Robertson, A. Macdonald, H. Rowe, Col. Sparrow, J. Vincent-Hill, J. G. Feltwell, E. Ambrose, G. Howard-Nash and J. H. Yorston. Trustees, Messrs. J. E. Simmonds and C. H. Adams. Official Measurer for London Disirict, Mr. W. J. E. Pike. Mr. W. M. Carpenter’s Resolution. On the proposition of Mr. D. McPherson, seconded by Mr. Howard, it was agreed that this should be allowed to lie on the table until next year. International Model Yacht Racing Union. The meeting agreed to affiliate to this Union. Mr. J. G. Feltwell was elected British representative. 361n. Restricted Class Championship, 1937. By leave of the Chairman, the Guildford M.Y.C. were allowed to bring to the notice of the meeting the difficulty they had in getting their members, the majority of whom were working men, to compete on Saturdays, and it was agreed that the Council be asked to reconsider the date fixed for the 36in. Restricted Class Championship. Proposed New Constitutional Rules. These rules then came up for discussion, but as no agreement on certain matters could be reached, it was ultimately decided to adjourn the meeting for 12 months in order that the proposed rules be fully discussed by the clubs. A card vote being demanded, the voting was as follows: For the adjournment, 80; against, 9. A vote of thanks to the Chairman closed the meeting at 9.30 p.m. MARINE MODELS 349 ——— TM: .s SO C\—”) 3 — —.ib [In order to enable us to make the best use of the space at our disposal, Club Secretaries are requested to make their reports brief and to the point.—Epiror, CITY OF BIRMINGHAM M.Y.C. The Eighth Annual General Meeting of the club was held at the Chamber of Commerce, New Street, Birmingham, on January 22. In the absence of the President, Mr. J. H. Cunningham presided. Reporis dealing with finance and other aspects of the affairs of the club having been disposed of, trophies won during 1936 were presented to the winners by Miss Newman. During sailing she acts as ‘‘ mate’ to her father, and their 6-m. ‘* Thirlmere ’’ won the ** Plant ’’ Championship Cup, 1936. The model was designed and built by her owner. In addition to the club trophies, silver medals were awarded to the winners and bronze medals were awarded for second place according to scale: — “ Plant ’”’ Championship Cup (6-m.)—Ist, ‘* Thirlmere ’’ (G. H. Newman); 2nd, ** Lady Maud ”’ (T. Miller). ‘‘ Salford’’ Cup (A-class)\—‘* Themera “’ (N. Powell). ‘‘ Drusilla’? Cup (10-R.)—Ist, *“Opal”’ (Messrs. Drury); 2nd, ‘* Sandrova”’ (C. E. Lemon). ““ Cole ’’ Cup (6-m.)—Ist, ** Ethel ‘’ (Dr. J. R. Ratcliffe); 2nd, ‘‘ Dandie Dinmont ** (W. L. Jackson). “ Builder’? Cup (36in. R.)—Ist, ‘* White Wings ” (S. J. Marston); 2nd, ‘* Atom’ (T. A. Divers). “Gilbert ’’ Cup (36in. UnR.)—Ist, ‘‘Ida’’ (J. Drury); 2nd, ‘* Ruth ’’ (H. E. Williams). ‘‘Witton’”’ Cup (10-R. Juntors)—‘* Masta’ (H. E. Williams). ““ Lawrence ’’ Bowl (36in. UnR.)—** Anne’ (W. Builder). The election of Officers and Committee resulted in Dr. J. H. Ratcliffe and Mr. A. H. Lawrence now being Vice-Presidents, with Messrs. E. B. Savage, C. E. and J. H. Cunningham; Commodore, S. P. Drury; Vice-Commodore, S. J. Marston. During the winter model yachting publicity undertaken by the club has included an evening at the Erdington Y.M.C.A., when a talk upon the sport was given by the Hon. Secretary, illustrated by Dr. Ratcliffe with his Cine projector, the films shown being of local scenes and Fleetwood A-class regatta. Under the auspices of the City of Birmingham Model Railway Club an exhibit of models was staged, when model-making clubs of the city combined to stimulate interest in model making in the district. The exhibition was opened by the City Engineer and Surveyor, H. J. B. Manzoni, Esq. These models were again exhibited, by request, at the Birmingham and Midland Institute Conversazione, the A-class model ‘‘ Lady Nell,’’ winner of last year’s Empire and International Championships, making a notable addition. She is now owned by Dr. Ratcliffe, through whose courtesy Cine films were shown twice nightly during the period of the Conversazione. The interest of the public must result in the sport receiving additions to its devotees in the city in the future. C. E. LEMON. MARINE MOpELS.] CLAPHAM M.Y.C. The Annual General Meeting was held, according . to custom, on a Sunday, this year on January 31, The most outstanding items to be noted were, firstly, the very sound financial position of the club; secondly, the formation of a 36in. class section, and, thirdly, the decision to seek ways and means of acquiring a boathouse. Credit is due to the secretary and treasurer for their careful handling of club affairs; to their care, the stability of our finances is largely due. The club’s fleet at the start of the new season will consist of some 40 10-raters and 10 36in. class. This shows, in a very striking manner, how the club has grown from the small group of about a half-dozen who formed it, only a few years ago. D. M. LONDON MODEL YACHT LEAGUE The Annual General Meeting of the above League took place on January 16, under the chairmanship of the President, Mr. W. Bliss. With the exception of the Highgate M.Y.C., whose representatives had, unfortunately, succumbed to influenza, all the other clubs were fully represented, and an enthusiastic meeting was held. The Chairman gave a résumé of the year’s racing, and recorded that the M.Y.S.A. were again the winners of the ‘* Stanton ’’ Cup by a substantial margin of points; and that Mr. Warman, of the South-Western M.Y.C., had carried off the ‘* Individual Championship ”’ Cup. The financial statement showed a. satisfactory balance to the credit of the League. A good deal of encouraging discussion ensued for furthering the progress and interest in the League, which points to a particularly attractive season for 1937. The following dates for the ‘‘ Stanton Cup events were agreed for 1937: — ” Ist Round at Highgate—March 20. 2nd Round at Clapham—May 1. 3rd Round at Round Pond—June 26. 4th Round at Forest Gate—September 4. 5th Round at Wimbledon—September 18. The race for the League Championship Cup will be sailed at Wimbledon (Kingsmere) on September 25. The following officers were cordially elected for the ensuing year: President, Mr. W. Bliss; VicePresidents, Messrs. Cooper, Hood, Hugo and Piper; Commodore, Mr. H. Howard; Vice-Commodore, Mr. C. V. Hooper; Official Measurer, Mr. J. Suther- land; Hon. Treasurer, Mr. O. Steinberger (Jim); Hon. Secretary, Mr. A. J. Ford. It was reported by the Secretary of the SouthWestern M.Y.C. that their sailing water would be Kingsmere, Wimbledon, for the 1937 season. It i 350 MARINE will be remembered that formerly they shared the pond at Clapham with the Clapham Club. A most interesting evening closed at 9.15 p.m. with a vote of thanks to the Chairman. I do not recall that certain gentlemen were thanked for their hospitality! I must make amends at an early date. A. J. F. The Annual General Meeting was held at the Metropole Hotel on January 7, our President, RearAdmiral H. E. Dannreuther, D.S.O., R.N., being in the chair. In rendering a very satisfactory report, our Secretary mentioned that our membership had increased by about 50 during the last year. During that period the club had raised nearly £60 for various charitable causes, and a cot in the Children’s Ward of the Royal East Sussex Hospital had been named *‘ The H.M.Y.C. Cot,’’ in recognition of our help. It was decided to hold another Exhibition during this year’s Carnival Week, as last year’s show proved to be extremely popular, and the amount raised for local charities makes the effort worth while. The 50-800 Marblehead class seems to have proved its popularity with our members, and we should have a good show of these models during the com- ing season. Also several members are either building or acquiring 10-raters, although transport for the larger models is rather a problem. The official club races this year will be held on Sundays, commencing at 2 o’clock, the mornings being devoted to practice and friendly events. Any enthusiasts from other clubs will be sure of a hearty welcome if they care to visit us at the Ecclesbourne Reservoir, known locally as *‘ The Spoon.”’ Racing for 36in. Restricted models will be held on the first and third Sundays in the month, and for the 50-800 Marbleheads on the second and fourth H.P. V. NORFOLK AND NORWICH M.Y.C. 30 Commodore, H. K. Finch; Rear-Commodore, W. J. Meek, Sen.; Official Measurer, E. Smith; Hon. Secretary, W. J. Meek, Jun.; Hon. Treasurer, A. M. Blake; Committee, E. Smith, J. Harston and A. Miller. W. J. M. HUDDERSFIELD S.M.E. The first two flag races were held on January 31 HASTINGS AND ST. LEONARDS M.Y.C. Sundays. MODELS aud February 14, ‘‘ Elma ’’ (Mr. Honeybell) being the winner on each occasion. He now leads with 8 points, followed by ‘‘ White Nymph ”’ and “*‘ Falcon “’ (Messrs. H. Tolson and L. J. Mitcehl) with 5 points each. There has been a lot of controversy over the method of scoring, and it’ was finally decided to award 3 points for a win, 2 points for a second, and 1 point for a third, with an additional point for every appearance of any boat; owners only allowed to compete. The desired effect so far has been achieved in getting members to support the races. About a dozen members with seven boats turned up on each occasion in spite of the fact that on January 31 150 yards of the East side of the lake was heavily snowbound, and on February 14 the weather was bad and misty. F.C. H ULSTER M.Y.C. We hear that the club’s boathouse has been burnt to the ground and all the boats lost. Some of the members are already building again, and we have heard of new Ac-class constructions. We doubt whether the club will replace its large fleet of 18footers, as the class has been obsolete for so long as far as the M.Y.A. is concerned. We offer our regrets to the club on their loss, and trust boathouse and models were covered by -insurance. It will at all events permit them to build to an up-to-date class, such as the 6-m. or Marblehead, if a smallish, handy-sized class is required as as well as the big A-class boats. The Annual General Meeting was held on January at the Y.M.C.A., Norwich, the chair being taken by the President, Sir Henry Holmes. The Hon. Secretary (Mr. W. J. Meek, Jun.) reported that during the past season there had been an increase of competitors in all classes, also that handicap racing had been tried with encouraging results, It had not been possible to arrange matches with either of the Great Yarmouth clubs, but it was hoped to do so in 1937. Mrs. H. K. Finch presented the prizes as follows: A-class—The ** Dain ’’ Bowl—lIst, ‘* Jubilee ’’ (N. Welton); 2nd, ‘‘ Clova’? (W. J. Meek, Jun.). 10-raters—‘‘ Gamage *’ Cup—lst, ‘*‘ Rhoda’’ (A. Staff); 2nd, ‘* Diana ’’ (H. K. Finch). 52-in. L.O.A. —‘* Wheeler ’’ Cup—lIst, ** Valediction’’ (A. M. Blake); 2nd, ‘‘ Maidie’’ (J. Harston). 36in. class— ‘* Commodore’s ”” Cup—lst, ‘* St. Tudwall’’ (E. Smith); 2nd, ‘‘ St. Tudno’’ (H. K. Finch). AllComers Handicap Class—** Hinman ’’ Cup—lst, ‘** Vale ’’ (E. Hatch); 2nd, ** Maidie ’’ (J. Harston) and ‘* St. Tudwall ’’ (E. Smith). Junior Skippers Contest—* Vale ’’ Trophy—winner, J. Harston. _ After election the Officers are: President, Sir Henry Holmes; Commodore, A. M. Blake; Vice- OBITUARY THE LATE G. C. WEGUELIN A model maker of great skill in the form of G. C. Weguelin passed away in the middle of January, a victim of influenza. Model yachtsmen of the present day, who use the efficient two-grip circular bowsie on their main and running sheets, may be unaware that they owe it to his genius, for he patented the idea in 1904, the intention being to use it for tent guys. He built me many models over a lapse of 30 years, and the earlier ones were fitted with the first accurate shifting mast-steps, which have now become standard practice in racing models. He was full of new notions, some of which he patented, and, doubtless, would have made a success of them, but for a lack of capital. Let us hope that on the “‘ other side’’ he is receiving the reward of all good triers. Percy TATCHELL. MARINE W E are much distressed at the sad duty which continues to devolve upon us with each successive issue for several months past, of recording the passing of old model yachting friends. Faces we have known and will see no more. It is calculated to make one think. A very old member of the West of Scotland Club, in the person of Mr. W. Oswald, has come to the end of his voyage since our last ‘* page ’’ was written. He was at one time a very active participant in the club, and held a number of offices in it, officiating as Commodore for some _ seasons. Always keenly interested in progressive developments, he immediately experimented with any new suggestion that gave promise of proving effective. His old 12-m. ‘* Dorothy,’’ designed and built by another old member of the club, Mr. G. McIntyre, was always kept in first-class trim, and pioneered several methods of rigging, etc., which are now commonplace. As a consequence, he gave many a hard race, and not infrequently a beating, to newer craft which, at least theoretically, should have quite outclassed the old stager. Unfortunately, he met with a serious accident in the course of his employment some years ago and, while he more or less recovered from the immediate effects, it left him broken in health and practically an invalid until the release came on January 19. We tender our deep and sincere sympathy to his widow. Mr. David Todd, of the Dennistoun Club, another of the leading lights of old, has also gone to his rest. He was an enthusiastic advocate of the 12-m. class, and obtained many club prizes and trophies with the three examples of this type which he owned. The older generation will recollect his “* Pearl ’* with which he competed at the regattas organised during the War period by the present Scottish Secretary. In addition to his active racing, he took a keen interest in the management of the Dennistoun Club, and acted as Hon. Secretary for some of the post-war years. He was also a member of the old Glasgow Parish Council for a period. His maritime interest was not confined solely to models, and he spent a good deal of his spare time at the helm of a full-size boat, which he kept at Fife’s Yard, Fairlie, where also all his models were built. Sheeted hard, our sails go flitting, Over gently heaving seas; Recking not of storm or tempest, In our gladsome youth and glee. Soon, so soon, the prospect changes, Patchéd canvas shows aloft, Then our barque limps into harbour, Safe with Him who paid the cost. The Scottish A-class Club are evidently intensely eager to get down to active sailing once more, and have inaugurated what is described as ‘‘an ambitious scheme of visiting many of the clubs before the season proper opens.’’ In pursuance whereof a MODELS 351 mixed race was organised at Queen’s Park, by cour. tesy of the local club, on February 6, when a fleet comprising 6-m., 12-m., and A-class boats was in competition. Conditions were unusually favourable for this venue, where shrubberies and tree plantations normally seriously interfere with the passage of the wind during summer. On this occasion, however, a fresh South-West breeze prevailed throughout two hours of enjoyable sailing. Cer- tainly it was somewhat cold, but the fast pace maintained by the craft under the strong breeze kept the skippers and mates on the move, and ensured warmth of body and vigorous activity of mind. It was surprising how well the models sailed, considering they had been in dock for some months, and precision of trim, with consequent accurate courses, was in evidence. The result favoured Capt. J. S. McDonald’s 12-m. ** Ardnamurchan,’’ with 16 points of the possible 20, with ‘* Sezu’’ (Mr. O. L. Dawson) a worthy second with 15 points. ‘’ Sezu ’’ is a 6-m. Sez we, what happened to the A-class? An instructive and entertaining display of cinema films was given in the Burgh Halls, Whiteinch, on February 12, under the auspices of the West of Scotland Club, in connection with the annual presentation of prizes. Among the subjects screened were scenes from the ‘‘ Saskia’’ v. ‘‘ Priscilla ’’ series of Seawanaka Cup races, and views of the British-American Cup races at Oyster Bay, 1935. The projection was clear and well defined, and the whole programme received deserved appreciation from a full hall. To our mind, without in any way intending to be derogatory, the purely model yachting films, which were also shown, lost nothing in comparison with those depicting the prototype in action, and they reflected considerable credit on Mr. C. F. Arthur, who was responsible for them. It was a vile night outside, with heavy sleet and wind, but those who braved the inclement weather were rewarded with the entertainment provided. One of the Scottish dailies is running a beauty competition, and under the caption *‘* Search for Beauty Queen ’’ publishes a selection of photographs of the entrants at intervals. Of course, we are not interested, and do not look at them. Ahem! But some few days ago we did happen to glance at them, and for a moment rubbed our eyes in surprise. Oh, no. Not for the reason you are thinking of. One of the aspirants was described as ‘* Model Yacht Painter,’’ by occupation. We did not know that such a profession was recognised. Well, well, some of the model yacht painters we know are no likely winners of ‘‘ beauty “’ contests. However, a few days later we again just chanced to examine a further batch published, and once more a fair competitor was described as a ‘* Model Yacht Painter.”’ And very nice, too. (Keep it dark.) After all, if it is true that one becomes akin to his, or her, associations, the handling of such beautiful objects as model yachts must be great training for 352 MARINE MODELS ** beauty,’’ and we wish both the ladies success. Only, judging by our experience, any benefit from the associations referred to must take a deuce of a time to operate. The list of total registrations, published in our last issue, representing the Model Yacht Fleet, is of considerable interest. Comparing the returns, we find that of the A-class, the Scottish registrations, total 29 out of 422, and new registrations five only of the 32 on the complete register. An overwhelming leeway, illustrative of the very low, practically non-existent, appeal of the class here. With the 6-m. class, the position changes completely, the Scot- ° tish fleet of 178 being rather more than half the total of 351, while the new entries account for rather less than half, 32 of 67. Of the 22 new ** twelves ’’ 13 are Scottish, and 172 of the total 218 on the list. It will be seen that there are still nearly as many 12-m. as 6-m. on the Scottish register, but the new “sixes ’’ registered reveal two and a half times as many “‘ sixes “’ against the ‘* twelves.”” We do not recognise the other classes, except that the 36in. and 30in. are utilised for and by the juniors. We believe there are quite a few of them, although probably nothing like the number in the South. To our mind the most significant fact is the rapid progress of the 6-m. and the 36in. in the South, evidence of the tendency to favour the smaller and more easily handled craft. In our opinion the 6-m. is the best of the whole bunch considered from all angles, although we still think a larger boat has its uses, and that there is plenty of room for it. We are not so sure that the present A-class rule fills the bill, however, and there is plenty of room for diverse discussion as to its merits. And now we have put the cat among the pigeons. The Annual General Meeting of the West of Scotland Club, held on the 20th ult., produced a good attendance of the members, and a good deal of discussion, mostly germane to the affairs of the club itself, and not of general outside interest. Commodore Munro, who has served the club competently and well during the past season, expressed his determination to retire, and resisted all efforts to induce him to reconsider the matter. His services have been much appreciated, and regret at his decision was voiced by several speakers. Mr. A. E. Campbell was eventually elected Commodore, with Mr. J. McKinnon as Vice, and Mr. Norman Rodrick became Rear-Commodore. They have to occupy positions which are no sinecure, and we wish them every success. The other officers remain pretty much as for last year, with the addition of some of the younger school, which is a good thing and should prove beneficial. The balance sheet submitted was very creditable, inasmuch as it shows a much larger credit balance than has obtained for some years back. It is to be hoped this feature will continue to show progress. Time did not permit the completion of the full Agenda, and the meeting was left adjourned to a subsequent date. THE SCOTTISH COMMODORE. WANTED 36 in. RESTRICTED CLASS. Good design and well built; suitable for heavy weather; full weight preferable. State achievements and price. Box No. G737, ‘“‘ Marine Models,” 52, Fetter Lane, London, E.C.4. REVIEW THE VIKINGS OF BRITAIN, by D. P. Capper (George Allen & Unwin, Ltd., London). Price 7s. 6d. di HE story of the Vikings is a fascinating page in Britain’s history, and, in the main, is gathered from the Sagas which have come down to us. In this volume Mr. Capper has very painstakingly collected the tales from the Sagas and collated them into a coherent story that carries the reader through the Viking era from 787 to 1174 A.D. The most important factor in the history of the Vikings was their ships, and on this score we must admit disappointment in Mr. Capper’s book. He certainly tells us something of the ships, but not nearly enough. Several Viking ships have been unearthed, and, though one or two excellent photographs of these are included, we should have liked plans of the ships with full scantling tables and particulars of their building. Nobody could possibly reconstruct or make a correct model of a Viking ship from the book, and it is our idea that the historical value of this work would have been much enhanced by putting all particulars of the vessels on record. In this connection it is interesting to recall that in 1880 a reproduction of the Gokstad ship was built at Bergen, and sailed across the Atlantic to America. It is recorded that she showed herself a magnificent seaboat. Surely the plans, etc., are available and might with advantage have been included ? Plans would have enabled anyone with a little knowledge of naval architecture to appreciate better the performances of these intrepid mariners. We have never studied the Sagas ourselves, yet we feel sure that they are full of picturesque detail, and, whilst Mr. Capper gives us some of this, it would have brightened the history to have included more. Here is one instance of the sort of incident that must abound in Viking stories, quoted from Mr. Capper’s own book : — ** Many a man in the Sagas dies in pain, often under torture, with the stoicism of the Red Indian. Only a ‘nithing’ could show fear. There was no uncommon temper in that condemned raider of Jomsburg who, sitting on a log with his comrades, watched them beheaded one by one. When his own turn came, he said, picking up a fish-bone: ‘I will stick this into the earth if it be so that I know anything after my head is cut off.’ The axe fell, the bone dropped from his fingers; his slayers were free to reap such benefit as they could from his detached spirit of enquiry.”’ The Norsemen were a picturesque race, and incidents such as the above give a clue to their mentality. In reading history it is as interesting to have personalities delineated as events recorded. Whilst the above seems to carp at Mr. Capper’s book, we add that we thoroughly enjoyed it, and think it a valuable addition to the historical works about Great Britain. The book was so good that we should have liked it made perfect by the inclu- sion of a little more of what may be called the personal narrative, and a great deal more about the Viking ships. H. BT, “MARINE MODELS 353 AMERICAN NEWS By C. O. BROOK (Hon. Secretary, Eastern Division of M.Y.R.A.A.) HROUGH F. S. the T ‘* Heisler ’’ Cup Deed of Gift has an appendage. was Anderson’s generosity, ‘* Andy,’’ of the Red Bank M.Y.C., the owner of the Cup by having won three legs on it—the above-said appendage states the Cup is now a Perpetual Trophy, raced for under the same conditions as before, except that any winner will retain his grip on the ‘‘ mug’ only until the next annual regatta for the same mentioned mug— and several requests have been made for the real name of the Cup—it’s a long one, fellows—it’s ‘‘The Deeper Hudson M.Y.C. Marblehead 50-800 Class Trophy,”’ and it so states on the Cup—but no one thinks to run himself out of breath by saying all that, so they just say ‘* The Heisler Cup ’’—after the donor, Chas. Heisler, President of the Eastern Division of the M.Y.R.A.A.—and, talking of long ones, there’s another—boy, we do give names generously. And still another long one is my new A-class boat 87in. L.O.A. (and no reverse curves either). As one ‘‘ pal ”’ said: ‘* All you need is a pair of oars, and it will be a swell skiff.’’ And, speaking of President Heisler, I recall he once said: ‘* Me build boats?—Never. I’ll give you all the trophies I can, but boats are O-U-T ” —very definite, like that. Alas! for public speeches and group assertions—never make them. Mr. Heisler and his lovely wife now have a cellar full of 50-800 class models, and another is in the mak- ing. Like the ‘* itch,’’ it’s a darn hard thing to get rid of when you get the ‘* bug “’ for boats. K. Baumgarten, of the Washington M.Y.C., is handling the “‘ battleship ’’ task of rewriting the Eastern Division Constitution and By-laws—I say ** battleship ’’ because it’s a big job to satisfy everyone, let alone to phrase a document of that sort. Well, mates, from the tentative draft I have seen, ““K’’ should be a ‘‘ Sea Lawyer and Diplomat ’— it’s a swell bit o’ writin’. He has the happy faculty of putting a maximum of meaning into a minimum of words—and they are written so that anyone can understand them—even I understood them (I think) —and they no longer conflict with the M.Y.R.A.A.’s Document, How many club members realise where the sport now stands—the events are now considered ‘‘News”’ by the biggest News Syndicates of the world—as well as by local papers—and to be news, it must be of interest to the ‘‘ General Public,’’ and not to a few. Wise secretaries will take advantage of this fact to build up their club by stimulating public interest, I am still ‘‘ harping’? on the World’s Fair in Long Island, N.Y., U.S.A., in 1939—there is not too much time left—buildings are planned—areas are being laid out. All model yatching officials, in every country, should write to Mr. Grover Whalen, Chairman of the World’s Fair Committee, New York, N.Y. Tell him the sport needs a suitable pool—it is not a far-fetched idea—every International event should be held there—every National and Sectional event in America should be held there— it will be a big step toward the Olympics—it will be a big step in the sport as a whole—it will be the first time such a thing has been done, and for one entire year people from all over the world will have opportunity to see model yacht racing for the first time. Clubs situated nearby could have their Inter- club races there, so that no week need go by with- out a series of races. It looks as though the U.S. will have a ‘ bangup *’ International event at Boston with the forthcoming Fall event—since there are several 10-raters in Boston and elsewhere, some of our British friends might add a few 10-raters to their ‘ baggage,”’ along with the 50’s—why not?—there is no telling what those ‘* clam-diggers ‘’ from down East will do to make the visitors welcome—and all America has a habit of making much fuss over guests from a foreign land. The South Jersey M.Y.C. now has: Jack Lord, Commodore; J. Dohrick, Vice-Commodore; W. Walker, Rear-Commodore; E. Conners, Secretary; J. Madara, Treasurer, and Bill Harris, Measurer—and, as his skipper wife says, ‘‘ They would! ’ well, the Measurer’s job is a trial—and a strict Measurer makes better skippers (or breaks the bad ones)—as far as ** swiping on the rule “’ goes. That club also presented each skipper who attended a predetermined percentage of important events, with a nice hand-made scroll—every young skipper feels “tickled “’ when he gets a ‘* diploma ’’—and isn’t that a nice way to encourage the members? The Long Island M.Y.C. have a good advertising stunt—each member wears a dark blue shirt, on the back of which is sewn in white letters ‘‘L.I.M.Y.C.”’ —as the photo shows, they stand out like a ‘‘ sore thumb ’’—we look for other clubs to ‘* break out ”’ with duck trousers with their club flag on the ‘‘avail- able ’’ part—-such display does make a unit ‘* individual.”’ I have a number of letters that have what seems to be a ‘‘ copyrighted “’ phrase: ‘* Wait till you see my new boat; she’ll trim your tub easily’’—go ahead, skippers, I can take it—don’t I always stay at the bottom of the score sheet, so you other skippers won’t be last—but to borrow your phrase—‘‘ Wait till you see my new boat ’’—I’ll have a couple of “ cups,’” too (maybe)—you never can tell about us * tail-enders ‘’—ask Black, Farley, Pigeon, Bull, and a couple of other top-notchers—especially ask Farley about Philadelphia last year—how about it, Charlie?—wasn’t that fun (for me)?—it’s always the low-score skipper who upsets the ‘‘ apple-cart ’’ of the high-score men. That was a clever skit by the Editor last January issue, naming ladies’ wearing apparel—look out, H.B., you’ll have to open a ‘‘ fashion department “’ in the MaRINE Mope-s for the fair sex—also, one of the readers asks if H.B. wants to edit a ‘* bathing beauty’’ department—and another of the women skippers says: ‘‘I left the ribbons in girlhood land ’’—and I find her quite a gentleman. The Deeper Hudson M.Y.C. are building a special refreshment stand for the next and all future regattas—what a ‘‘ Carnival ’’ of show it makes— as colourful as a beach umbrella on the Riviera— with pretty Auxiliary Members waiting counter— 354 7 MARINE MODELS SOME MEMBERS OF THE LONG ISLAND M.Y.C. Note the Club ties, uniform shirts and solar topees with badges ‘** SQUAD ’BOUT TURN.” we will know where to look for absent dark blue Note the “ L.I.M.Y.C.’’ on the back of the shirts skippers hereafter—slaking their thirst—appeasing their hunger (for pretty faces as well as food). And since the weather here has gone wild, we will have an early season of sailing in the North— we, here, are having mild weather—while the warm climates are having snow—we have much illness because of excessive rains; floods are the order of the day—but every bad thing has its good side— more and rain pools means filled more to winds the during brim—more the summer wind means better sailing (at least, I like it), and if it rains long enough, everyone will have after all, that’s what we that’s that, till next issue. to want, build a boat, more boats, and, and MARINE FROM THE NEW SOUTH MODELS 355 ANTIPODES WALES M.Y.C. I’ will possibly be of interest to readers of your Magazine to learn of the existence of a Model Yacht Club in New South Wales, Australia, with headquarters at Sydney, known as the New South Wales Model Yacht Club. relative value of sailing length, maximum quarter beam allowance, and minimum displacement. The result so far has equalled expectations, and the sail design with component details is in keeping with the most modern advancement. Commencing in a very modest fashion in 1932, the club has shown steady growth, and is now beginning to exert an influence among the sailing fraternity that should do much to popularise the fascinating sport of model yacht racing. The ‘* Vane “’ steering gear, the Wishbone Boom, and Radial Jibboom, have been incorporated to permit of some means of comparison with the accepted ‘‘ Braine *’ and other orthodox riggings used in the earlier models. The club owes its existence to three or four foundation members, keen sailors and boat lovers, bent upon obtaining full enjoyment of a clean sport, which provides an opportunity to display creative ability at a minimum outlay. The design occupied attention in my spare time, to the complete exclusion of other things, for about three months. The sections have been balanced to give a stable point of buoyancy on angles of heel to 30 degrees, with Centre of Lateral Resistance and Centre of Effort located in close relation to the Point of Buoyancy. The class of craft at the outset was naturally not of a standard type, and the initial years were occupied in experiment to determine the most suit- able to concentrate upon. The doings overseas as exposed in your popular journal and in well-known technical books, provided club members with food for thought and practical experiment under local conditions, and helped them to evolve a type of boat which is comparatively easy to transport, yet large enough to be well out of the toy stage, giving a performance little short of the best international A-class. The formula used by the International Model Yachting Association has been adopted, but the rating of 39.37 has been reduced to 28.3. In every other respect our B-class, as we know it, strictly conforms. This provided a L.W.L. length from 34in. to 42in., or thereabout, with S.A. in reverse ratio from 1,000 to 800 square inches, and Displacement from 15 lb. to 25 lb. Ample scope, you will admit, I think, to develop design. Some idea of the development in this respect is reflected in the plans of a model designed by the writer, which accompany this communication. The formula has been exploited to determine the The construction was carefully carried out with Australian cedar planking on New Zealand white pine timbers, ribbed at intervals of 34in. The hull, complete with sails, weighs 7 lb., and the lead, with fastening, another 16 lb., giving a total displacement of 23 lb. The high sail plan, in spite of the relatively small area of 800 sq. in., appears to be most efficient both on and off the wind. Her speed on the wind, due, no doubt, to the wishbone boom, is a revelation, whilst her ability to point and sail off the wind is due in some measure perhaps to the *‘ Vane “’ gear previously referred to. _The accompanying photographs will, perhaps, give some conception of ‘* Dawn ”’ in her element, with a choppy sea and a fresh north-easter. On the run the entry and delivery are agreeably clean and the absence of fuss gives no indication of her speed. The ** Vane ’’ steering helps to keep her on an even keel and directly on her course. The oily appearance of the wake on windward work is most pronounced and particularly evident in the photograph, which shows her heeled to the lee rail. The profile of the hull conforms to modern advancement in design, in general appearance ‘* DAWN ” READY TO COME OFF THE MOULDS. 356 MARINE MODELS The design of ‘‘ Dawn ”’ is very interest ing, and Mr. V. R. Blacket is to be congratulated on having produced so able and handsome a model. Unfortu- nately for builders over here, she-is of too light displacement to fit the 6-m. class. As a 10-rater , spaced out to a 48in, L.W.L. with a displacement of 27.6 lb., she might be a useful boat. We mention this as when we publish a design she is usually built to by some of our readers. This design is, however, worthy of study. It will be noted that the designer has taken the full Q.B. allowed without penalty and the minimu m weight for his chosen L.W.L. length. This, of course, gives the lowest actual S.A. for the L.W.L., but the highest sail-weight ratio. It will be seen that the designer has taken a rather generous beam and thus obtained a rather shallow section with easy buttocks. The bilge is fairly hard and the section should make the boat very powerful. The pictures of ‘‘Dawn’’ under sail show an almost ideal wave formation for the two points of sailing and she uses her length well. We think she would be at her best in a smart, whole-sai l breeze as in the photographs. Readers will note how well the radial-boom jib does its work. The design is reproduced one-eighth of full size. There are many other points of interest in this clever design which space prevents us from commenting on. We hope to hear more of the doings of the N.S.W.M.Y.C. and wish them all success. EpITor, MARINE MobDELs. ‘DAWN ” EATS OUT TO WINDWARD = resembling, outwardly, at least, ‘* Endeavo ur II.’ The sails are made of an English material used by hikers for tents, and known as “ Campette.’’ Being a coffee brown in colour, they tone well with the bright cedar hull, being in strong and pleasing con- trast to the white sails usually adopted. Our sailing pond, known as ‘‘Dee Why”’ Lagoon, located a few miles North of Sydney, set amid charming surroundings in close proximity to the Pacific Ocean (as indicated by rough sketch on plan), provides an area of water, somewhat restricte d, in which models may be sailed without fear of damage, due to the clean, sandy nature of the foreshor es. Occasionally, however, nature takes a hand, and. bursting their banks, the waters of the lagoon, carving deep channels, rush seaward, to leave the club lamenting until, Mother Nature relenting , the restless surf banks up the sand; when tides and soakage once more restore the glory of the lake. In concluding, may I suggest that the question of the determination of a B-class boat is one which is of special interest to members of my club, and this outline of our boats and activities, together with information submitted by photos and plans, will possibly provide your readers with a subject for further discussion, before the Marblehead 50-800 type of model is accepted by the Model Yachting Association as International B-class. LUKE BLACKET, Vice-Commodore, New South Wales Model Yacht Club. RUNNING HARD WITH EVERY STITCH DRAWING / MG7I1dN0VHLJdAOLSa3svI’TNVoMTW(vOiUtVNaYJsInv)V.TI“GSeOvWa~L—VHAnWVwiAodGNld MARINE MODELS 357 ‘A*POSJ9RTpyUfeaoVLui]Qdrngs’q Gw120e9Uo+¢ngdL o _ MARINE MODELS 358 CORRESPONDENCE BIANNUAL CHAMPIONSHIPS Dear Sir,—I have just been looking over back numbers of MARINE MOopELS, and | think | cannot possibly pay you a greater compliment, Mr. Editor, than by confessing to a healthy tinge of jealousy at the height of excellence to which you have brought the adopted journal of model yachtsmen, etc. I have just been re-reading Major Piggot’s letter (December, 1933). in which he advocated two annual regattas of national-provincial type—one in the North (Fleetwood, or elsewhere); one at Gosport, or elsewhere—and in view of what occurred at the annual meeting of the M.Y.A., I have been wondering if this suggestion would not, after all, help us all out of contentious difficulties in the future. Certainly at this juncture, when we of the old school are hoping to hand the reins over to a OUR NEW SHARPIE DESIGN ad 50-800 sharpie design, HE new Marblehe Daniels is designing speciT which Mr. W. J. MODELS, was. not complete ally for MARiNE in time for inclusion in the present number, but we hope to have it ready in time for our April issue. As soon as it is ready, full-size blue prints will be available at 15s. per set, post free, from MARINE MOopeLs offices. Any advance orders will be executed as soon as possible, but this will not be for several weeks yet. Editorial and Publishing Offices : younger set of administrators, we must avoidg whittling away the strength of the model yachtint. movement in undignified or obstructive argumen could It seems to me that if the new ConstitutionChamfor an annual Northern and Southern provide’ be pionship (under the M.Y.A.) we might possibly tional satisfied with Triennial National and Internaod, or Championship Regattas—at Gosport, Fleetwo U.S.A. and Canada, $2. ament), and the stronger Provincial Club Combin of the tion is made, the greater will be the success onship proposed Biannual or Triennial Champi Contributions, Correspondence and Club News intended for publication must reach our Offices not later than the 16th of month previous to publica- Saltcoats. I cannot help thinking that the stronger the Provincial Association becomes (through our encourage- meetings. At.any rate it is worth thinking about.on In conclusion, I appeal for uniformity and adhesiis, which to national ideals, loyalty to the M.Y.A., and a more after all, a marvellous development, es intensive campaign to make our ideals and activiti known by introducing fresh readers to our excellent journal, MARINE MODELS. G. COLMAN GREEN. South-East London Technical Institute, 52, FETTER LANE, LONDON, E.C.4. Telephone: SUBSCRIPTION RATES Inland, 7s. 6d. per annum; Overseas, 8s. 6d.; EDITORIAL tion. The Editor does not undertake to publish all matter received. Where a nom-de-plume is used, cor-. rect name and address of sender must be enclosed The Editor does not undertake responsibility for photographs, plans, or articles submitted, but every care will be taken to ensure their safety, and we. will endeavour to return same if postage is enclosed Lewisham, S.E. TECHNICAL ENQUIRY BUREAU KING GEORGE V MEMORIAL FUND Dear Sir,—Just at this time, those responsible will be busy making plans for carrying out the King George V Memorial Open Spaces Scheme. It appears to me to be a glorious opportunity to further the best interests of model yachting as a national sport. A circular letter from our official body, the and M.Y.A., should, I think, be sent to each Citya lake Town Council, requesting or suggesting that their for model yachting should be included in respective Memorial Schemes. that It could be pointed out, among other things, keen his late Majesty King George was a very would yachtsman. I am certain that such a request e involved, be well worth the trouble and expens and would be far more effective than the isolated and very often ignored appeals of local clubs, which are badly provided for where sailing facilities are concerned.—Yours faithfully, 122, York Street, Jarrow-on-T yne. Central 9914. (Rev.) G. E. MITCHELL. Queries involving technical matters will be re‘ferred to the experts in charge of various departments of this Magazine. Long technical replies can- not be given unless a fee of 2s. 6d. is sent. Enquiries necessitating an answer by post cannot receive attention unless accompanied by stamped addressed envelope for reply. ADVERTISEMENTS Terms on application. Special rates for Club Announcements of Regattas, etc. SMALL PREPAID ADVERTISEMENTS Private advertisements for our For Sale and Wanted Column are charged Id. per word. Minimum 2s. _ Box numbers, c/o MARINE MoDELS, can be used if desired at an extra fee of 6d. : All advertisements must be received at our Offices not later than the 16th of month prior to publication. ‘