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About popeye2sea

  • Birthday 11/09/1961

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    Boston, MA

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  1. Could it be that what we are looking at here is a misrepresentation of several lines leading down to the same area? I can picture the shrouds being set up with blocks instead of deadeyes, but could the rigging plan designer be confusing fixed runners from other lines, i.e. halyards? These would lead up inside the shrouds and communicate with tackles on the opposite rail. Just a thought. Regards,
  2. The admiralty number was sort of a part number assigned by the Navy. It would not identify the specific piece. It's more like; admiralty number 162..gun mount assembly, 2 pdr, quad. admiralty number 161.. gun mount assembly, 2 pdr, twin. Regards,
  3. Pom Pom Guns under construction in 22 Shop, Scotswood Works, Newcastle upon Tyne, 23 October 1942
  4. Dropping an anchor from a ships boat is one thing, but there is no way the crew of a boat is going to be able to weigh or raise an anchor. After all, the job did require a windlass or capstan on the main vessel to accomplish. As far as dropping one anchor and then maneuvering to drop another goes, the ship, at the end of her anchor rode was certainly less mobile but not immobile. There was considerable ability to warp the ship to any location within its anchor circle. The more anchors you put out, however the less maneuverable the ship becomes. The submarine rescue ship that I served in did exactly this when we set out a "4-point moor" (four anchors, one from each bow and one from each quarter in an X pattern). By hauling on one or more of the anchor cables we could position the ship over the downed sub in order to lower a diving bell. Granted a ship under sail is not as maneuverable as one under power, but it can still be done. Regards,
  5. My guess is that it is a fashion piece at the end of the top rail. It is not exactly clear on this drawing which is inboard and which is outboard. But there is a gangway and a couple of ladders there. Above one ladder at the end of the cap rail has plain stanchions and above the other ladder is a timber head. Is there a companion ladder on the outside of the hull that comes up to this point. It is also interesting how the perspective changes for the hammock cranes at this point.
  6. On many locomotive boilers there was not a sight glass, but a set of three valves aligned vertically. If you open the top one and got water the boiler was full. If you got air or steam them you had to add water. You could roughly check the level of water by cracking open one or another valve. Regards,
  7. The method of attaching the robands to the yard as well as the method of attaching them to the sail varied according to the time period and the size of the yard. Robands were generally fastened through grommets sewn into the head band just below the head rope two per sail cloth. Whichever method was employed to pass them around the yard or jack stay they were finished with a simple square knot atop the yard. Regards
  8. Another name for the heel ropes used on the top mast and topgallant is a "top rope" Regards,
  9. Ringtail boom in green at the bottom of the sail. Ringtail yard in yellow at the top. Regards
  10. The show is still ongoing. It closes on the 23rd. Regards,
  11. Around 110 I think. And yes the original furnace was coal fired. The water tank/heater was originally in a closet in the kitchen. The lights were gas. Henry
  12. Around here most of the houses are constructed with interior walls that are horse hair plaster over wood lathes. Horse hair was extremely plentiful back then early (1900's and before). My house does not have any insulation in the walls. Or if there was it may have been newspaper that has now disintegrated. The entire east end of my town was fully built out around the turn of the century and is mostly of the Philidelphia two-family style, even though we are just northwest of Boston. Go figure. Regards,
  13. No clue what that line could be. It appears to have no function. The dashed line at the top could be indicating a leech line running before the sail (we appear to be looking at the aft side of the sail) Regards,
  14. Like everything else aboard ship there are definite trends in the development of rigging. The steeve of the bowsprit initially was much greater and gradually became lower over time. At first the bowsprit was intended and used to rig bowlines to and so it needed to be very high to give a proper lead to those lines. It started to become more of a supporting structure for the fore mast, and so longer, when additional sections were added to the fore mast to increase sail area, but it still retained it's high angle. Next the spritsail top mast was added to increase head sail area and the bowsprit steeve started to come down. Additional lowering of the steeve of the bowsprit was done to increase the head sail area when stay sails and jib sails were added following the era of spritsail topsails. I believe that most of the changes that occurred were due to trial and error on the part of shipwrights and captains and only adopted generally when shown to give some advantage in real world use. For example, the spritsail topsail was eliminated because it proved to be too cumbersome and useless on most points of sail and the benefits derived from it were able to be provided by triangular stay sails and jibs. Regards

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