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Mark P

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About Mark P

  • Birthday 09/08/1960

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  • Gender
    Male
  • Location
    Rutland, England
  • Interests
    Sailing ship models, scratch built. History, art, architecture, cultural.

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  1. Evening Mark; I am not sure where the drawing came from, but just in case you are not aware of this, it is not accurate. My apologies if you already know, but the bottom of the spirketting is wrong on both decks. The waterway has a hollow curve, but the spirketting is flat. It would waste an awful lot of wood and be a lot of work to produce it as drawn. All the best, and keep up the inspirational work! Mark P
  2. Hi Phil; Further to the replies above, in the mid 1600s the gun-ports in the waist did have port lids. However, slightly later in that century they were done away with, largely to save money. All the best, Mark P
  3. Greetings everyone; Thank you John, for such an informative post about the 'Teredo Navalis' worms. In the days before copper plating became standard (it appears to have been used by Liverpool-based merchant ships before the Navy adopted it, as I have seen references to a letter recommending it to the Admiralty 'as has been done in Liverpool merchant vessels these last eight years') most ships were 'Sheathed', ie their bottom was covered with a sacrificial layer of timber planking, fastened with sheathing nails. These were presumably of copper, and could well have been closely spaced. As the timber was sacrificial, it had to be removed and replaced at regular intervals, which would account for the meaning in Druxey's post above, that it would 'last extremely well until Spring', that is until the timber needed to be replaced. A layer of felt and hair was placed between the sheathing and the actual ship's bottom planking. The nails in the waterline area would be seen as the ship rolled, and would look like green peas, as per comments above. Those lower down would only be seen in the dockyard, so their different colour would not be what the sailors generally saw. I bet somewhere out there a worm is morphing into one which will munch its way through fibreglass! Eighteen footers beware! All the best, Mark P
  4. Mark P

    Whaaaaaat kind of articles are these?

    Thanks Dave; Those made me laugh, but half in amusement, half in despair. All the best, Mark P
  5. Mark P

    How were Cannon finished?

    Evening Fidlock; Iron cannon were painted black. As were anchors, deadeye straps, and all other exposed ironwork. These last items were normally listed in painters' contracts. Cannon were the property of the Ordnance Board, who were independent from the Navy, and organised the painting themselves. All the best, Mark P
  6. Good Evening Chuck; Thanks for posting this. I have not heard of it before now. I will be there before too long, and will try and check this out and put a few pictures up so that fellow modellers can see something to help them decide if this is worth putting on their itinerary. The best outcome is that some of the people who see these models will be inspired to try and have a go at modelling themselves. All the best, Mark
  7. Mark P

    Top Rope Pendents

    Greetings everyone; There are some interesting ideas put forward here. Frankie's diagram is quite correct. In order for the mast heel to travel 100 feet, the block in the end of the pendant must travel 200 feet. However, there is one point to keep in mind here, which is why was the top-rope not unrove once the topmast was hoisted. This could be for safety reasons, in case the fid broke (in later times a preventer fid was fitted to counter just this event) But in the Restoration Navy, and later, it was customary during stormy weather to lower the topmasts, but perhaps they did not remove them and stow them away. This was done to lessen the weight at high level, and reduce the roll of the ship. There are some famous paintings showing ships in stormy weather with lowered topmasts. I will have to dig one out and see if the masts were removed or not in these circumstances. Perhaps they were lowered enough for the topmast trestle-trees to be above the lower mast cap, and the heel of the mast was lashed to the lower mast to prevent movement. All the best, Mark P
  8. Hi Louie; The pumps were connected to the ship's side by removable timber tubes, square in section, which were known as 'dales'. These were taken to a scupper, which, if my memory is not playing me false, was sometimes larger than the other scuppers. The dales were presumably stored near the pump. The pumps were sited near the main mast, as this was in what was called the 'well', and area kept clear right through the hold, down to the bottom of the ship, so that the amount of water coming in could be easily assessed. This was also the lowest point in the ship, and the timbers were sometimes cut away to allow the lowest part of the pump to scoop up water from below the tops of the floor timbers. Some systems of framing left a gap between the opposite end of the first futtocks (navel timbers as they were called at that time) which allowed the end of the pump to be sited at the end of the navel timbers, against the keelson. All the best, Mark P
  9. Greetings everyone; 10.7 and the others are very precise measurements, and as the possibility that they refer to compass alignments seems to have been unlikely, could it be that they are degrees of elevation for the barrel of a later 19th/20th century gun to hit a target at a certain distance. All the best, Mark P
  10. Mark P

    The Lenox

    Good evening all modellers! I am not sure if this has been mentioned here before, but if so please forgive me, as I did not see it. I think that many of you will be interested in a project to build a full-size replica of the Lenox, a 70 gun warship, which was one of the 30 ships programme from 1677. Richard Endsor, whose books on Restoration warships are a wealth of beautifully illustrated detail, is one of, or the, founding member(s) The project aims to build the ship in one of the original dry-docks at the former Deptford Royal Dockyard on the River Thames in London. The project is now well under way, although it will probably be some years before the keel is laid. Search for 'The Lenox project' for more information. I sincerely hope that the project continues to move forward, and is successful. All the best, Mark P
  11. Greetings everyone; I have just finished reading 'Kings of the Sea', by J D Davis, and I have to say that it is a real revelation. This is very well written, and every page makes it clear that the book is the outcome of many years of patient and very thorough research. The subject is the influence of Charles II, and his younger brother, James, on the history and development of ships and the Royal Navy. A great deal of new material is included, and the reader discovers just how deeply Charles was involved in even the day-to-day running of the Navy, how important it was to him (and his brother) and how little of all this has been discussed in biographies of this king. Charles shaped both the ships of the Navy, and the ethos of the men who crewed and directed them, far more than he has ever been given credit for. The King's (and his brother's) role in the appointment of officers, including many warrant officers, is shown in detail, as is his interest in, and control over, where they should be deployed, and the orders given to the captains. Davis also brings a new consideration to the sources for the development of the Navy at this time, mostly Samuel Pepys, whose diary and journal have been mined many times for information. The author gives an example of a meeting which Pepys described briefly, giving an impression that things happened only because of his influence. Nearly all the time, Pepys is the only available source for such information, leaving little choice except to take him at his word. However, in this case, Pepys' own brother was also present, and kept his own minutes, which show that more people were present, that there was a prolonged and lively debate, and that Pepys played almost no part in the proceedings. The brother's record is included amongst the great archive of material which Pepys left to Magdalene College, Oxford, where it still resides. Davis seems to have read nearly all of it, over the years, and demonstrates that future authors should perhaps be more critical of Pepys' memoirs than has hitherto been the case. Which is still not to deny that Pepys also played an important part for many years. This book brings something new and important to the knowledge of the Restoration period's Naval history, and I cannot but predict that even the most widely-read and knowledgeable reader will know and understand a great deal more by the time they reach the end of this most deserving work. All the best, and happy reading! Mark P
  12. Thanks Roger; I guess that blows my theory out of the water then! Good to hear the facts from someone who knows through experience. All the best, Mark
  13. Hi Dowmer; Thanks for letting me know. I think that when I clicked on this topic, I was taken to an earlier point in the discussions, and missed some of the latest posts. Has a sailor commented on the practicality of this, rather than only landlubbers. The boat's momentum would keep it moving ahead, and the wind on the headsails turns the bows in the direction that they need to go. For a brief while, the rudder does nothing. All the best, Mark P
  14. Hi Everyone; Just a few thoughts to throw into this bubbling mixture! I am not a sailor, and I cannot be sure if what I am about to suggest is realistic or not, so other people's opinions will be needed here. However, one point which is being not mentioned here is that the tiller on all such boats was removable. with the boat on either tack, or with a following wind, the sail would be out over one or other quarter, or broad over the beam. In all cases here, the sheet block would be at one end of the horse, closest to the sail, and away from the central point where the tiller pivots. It is only when going about that the sheet block needs to traverse the horse, thereby crossing the centre zone. I believe that the prime mover in going about is the headsails, once the rudder has started the initial turn. What is the likelihood that while the ship was turning through the eye of the wind the rudder is, for a very short period, in a dead zone, and the tiller can be un-shipped, allowing the sheet block to run past, before the tiller is re-shipped. Would this be a true possibility? Over to those more nautical than me. All the best, Mark
  15. Mark P

    UK Timber Suppliers

    Evening Gentlemen; Another good source in the UK, and perhaps in the US also, is wood-turning supplies. They normally sell complete billets (sections of branches around 12" long and 3-4" in diameter, at a very reasonable price, if you can collect. All the best, Mark P

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