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trippwj

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About trippwj

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    Scullery Maid
  • Birthday 04/12/1959

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    trippwj

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    Eastport, Maine, USA
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    Reading, History, most anything with my kids and grand kids.

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  1. All very good resources, and most available via the interweb or used book sites. The entire series by Salisbury in MM is worth a look, if only to trace practice back to source documents. In terms of contemporary records, Sutherland (1711) offers a good description. You have me curious, sir - tell us a bit about your book, please. The brief tease you offer is tantalising!
  2. Here is a quick graphic which may help to understand the difference between actual and tunnage keel length.
  3. There is no way to determine the actual keel length using keel for tonnage. The actual rake of the stem would allow one to determine the foremost position, but you would also need the rake of the sternpost. 3/5 max beam is an estimate of the rake at bow and stern, although the accuracy for a given vessel could vary greatly. Ideally, you may be able to find reference to length of keel "to the touch", which is total keel that "touches" the sea floor, including the rising wood. Alternatively, it could be measured from the plan.
  4. I enjoy the tactile experience of books. There are many I would not consider obtaining in digital format. I also enjoy holding a print magazine or journal. I am, however, a realist. We have more than 500 books still in storage, with no space in the house for them. I like the option of obtaining magazines as PDF files for future reference. I have no space to keep printed copies. The digital spin (Kindle etc.) are not as appealing to me. Many books, sure, but not magazines.
  5. There are, in general , 2 primary reasons to change publishing frequency - cost and content. Subscriptions rarely pay the cost of publication, so advertising is sold to make up the difference. Unfortunately, ads in niche magazines reaching a relatively small (but the target group) population are by nature more specialized. The result is that there are fewer advertisers to sell space to, and a narrow range for pricing ad space. Content is the other major issue. While many may submit articles, some are not of suitable quality for publication. Others consume far too much editorial effort to make suitable to publish. The result is a fine balance between quality and quantity. When taken together with cost pressure, quality wins and the content gap is closed by reducing the frequency. Or, perhaps, it was sea turtles.
  6. Keep a word drop a word...

    Negative Charge
  7. Not sure if this helps, but here is the cover for the 1812 edition - Note that there are 39 draughts claimed on the title page. The on-line (pdf) version does not include any draughts, but does offer the following TOC listing the draughts.
  8. Word Recognition game

    Knees
  9. Word Recognition game

    Nature
  10. Word Recognition game

    Thankyou
  11. Copper bottomed Baltimore Clipper?

    Coppering of a ship's hull was coming into common use for naval vessels during the late 18th century (I believe around 1780 for the Royal Navy). the US coppered, at great expense, our first Frigates (1794-98). As to the use of copper on merchant vessels, due to the expense it was much less common. At the period in question, the process for rolling sheet copper was still relatively new in the US (see discussion in Smith's The frigate Essex papers) and, while more metal smiths were able to make it, the physical plant required was substantial. I think our colleague Frolick hit on the answer above - if they had the money. Then copper bottomed it was, otherwise white stuff.
  12. privateer decoration

    Interesting question. i suppose the answer is "it depends". If it was custom built for the purpose, perhaps - intent was to appear as somewhat innocent, confused for a merchant until in range. I suspect the level of fancy work was reflective of the owners, but no documentation I can cite.
  13. Regrettably, for the time period in question, it was done as you are attempting - various reference points were marked based on some method of estimation (ratio of a to b, stuff like that, which varied over time and between designers) and then connected using splines or other similar flexible forms (not the ships curves as we know them today, but a flexible adjustable form. I appologize for not having the reference right to hand, but there is a very nice contemporary illustration available showing the tools of the trade at the time. These did not include ships curves, ducks or anything similar - just rather basic compass, dividers, squares, straight edge, and adjustable battens/bows for curves. Not the types of tools that readily converted to numeric modelling. You may want to take a look at Mungo Murray (1754), Sutherland (several editions, most published posthumously, but each very good. I prefer his 1748), and Stalkartt (1781 - a bit later than the period in question, but still relevant) to get an insight into how the naval architect of the period developed a design. Rees (1819), Steel (1794-1805) and others of that period are also quite handy, if a bit more advanced scientifically (related to displacement and resistance calculations, but still no mathematical models of the hull form itself). The use of "whole moulding" was pretty much limited to small vessels by the 18th century. There is some discussion in the 1711 Sutherland (which is repeated by many others in later publications). It is difficult to find much reference to the method prior to Sutherland. Richard Barker has several excellent articles concerning not only whole moulding but other old methods of ship design available on his website. One other item to consider - has several very nice chapters - is Nowacki, Horst, and Wolfgang Lefèvre, eds. 2009. Creating Shapes in Civil and Naval Architecture: A Cross-Disciplinary Comparison. BRILL. https://books.google.com/books?id=8FoHYXEwAXEC
  14. Looking at things logically, there would likely be very few actual ports on a merchant converted to privateer. The hull and deck structures were not sturdy enough to handle the number of guns required for naval service, and a privateer would do everything possible to avoid contact with a military vessel. Given the fact that the gun ports would be more for show than practicality on the privateer, the spacing could be somewhat arbitrary - to get the most present with the minimum compromise of structural integrity (remember, these were not built to the same scantlings as a naval vessel, so not nearly as many frames present, with more space between frames). You may want to take a look at the Dutchess of Manchester (while actually a snow, it is a good exemplar of a documented American merchant vessel of the timeframe). You may also be able to extract some useful information from Robinson, John, and George Francis Dow. 1922. The Sailing Ships of New England, 1607-1907. Salem, Mass. : Marine Research Society. http://archive.org/details/sailingshipsofne00robirich. Salisbury, William. 1936. “Merchantmen in 1754.” The Mariner’s Mirror 22 (3): 346–55. doi:10.1080/00253359.1936.10657196 provides a good reconstruction of several samples from Mungo Murray (1754. A Treatise on Ship-Building and Navigation. In Three Parts, Wherein the Theory, Practice, and Application of All the Necessary Instruments Are Perspicuously Handled. With the Construction and Use of a New Invented Shipwright’s Sector ... Also Tables of the Sun’s Declination, of Meridional Parts ... To Which Is Added by Way of Appendix, an English Abridgment of Another Treatise on Naval Architecture, Lately Published at Paris by M. Duhamel. London, Printed for D. Henry and R. Cave, for the author. https://archive.org/details/treatiseonshipbu00murr. ) There may also be some useful information in Chapman's Architectura Navalis, though I have not looked in there recently.
  15. Keep a word drop a word...

    reeds brook
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