popeye2sea

It is not wrong.  The ship is just equipped differently.  She has a flagstaff on the tafferail.  The general rule is the ships National Ensign will be flown aft of all the others. Specific locations of flags are determined by the configuration of the rig.  And the protocol for a single masted vessel will necessarily be different from a three masted ship. Naval vessels flag protocols can get pretty complicated with respect to locations of host nation, command and visiting dignitary flags.  You have to consult the publications to determine whose flag takes precedence in order to determine where to fly it.

Regards,

The national ensign of the ships home port will be flown from the driver/spanker gaff if so equipped.  The flag of the host nation or nation being visited will be flown from the fore or main truck.

Regards,

First, it helps to understand what each lines function is.  The sheet, tack and clew lines all control the lower corner (or clew) of a square sail.  The sheet hauls the lower corner aft.  The tack hauls the lower corner forward and the clew line hoists the corner up to the yard for furling the sail.  The fore sheet usually runs as you suggest, from an eyebolt well aft on the side through a single block at the sail then back through a hole or sheave let into the side and belays at a cleat or kevel on the inside of the rail or bulwark.  The fore tack usually runs single and starts with a tack knot thrust through the clew of the sail.  It runs forward through a single block seized to a short pole called a boomkin (or bumpkin) and then inboard to  belay on a cleat or kevel inside of the rail.  The boomkin helps to keep the foot of the fore sail fully extended.  If you have no boomkin you can take the tack directly to the cleat.  But it should not be too difficult to fit a boomkin if you wanted to add it in.  The clew line starts about a third of the way out from the middle of the yard where it is fastened with a timber hitch.  It then passes through a single block at the corner of the sail from outboard in then back up to a single block seized to the yard a little inboard from its standing end.  From there it goes to the deck most often through additional leading blocks near the mast.

When the sail is furled the clew line is hauled up.  This has the effect of pulling the corner of the sail up towards where the clew line is fastened at the yard.  That is why the tack, sheet and clew blocks are often depicted hanging near the center of the yard when no sails are present.

BTW.  As additional information the main tack, if it runs single (not through a block at the sail) will be the largest line of all of your sails running rigging.  It's a good reference point to judge the thickness of all the rest of the sails running rigging.

Regards,

Considering that the paragraph states that the plans included are from 1794 - 2010 I'm not sure we can pin down a date !!!

They, and all the other modern fixtures like the iron bitts instead of the fore anchor bitt and the modification of the capstan to take chain and the water tank in the hold, were added by the Navy so that she could function to modern standards for safe navigation for her ( I think) 1927 tour of the country.  I may be wrong as to which refit the changes can be attributed to.  I believe most of her first century was with hemp cables.

I 

They are called chain stoppers.  And their function is to stop the chain from paying out or slacking inadvertently.  They are also used when letting go the anchor.  Also when you need to stopper the chain in order to surge the nip over the windlass.  They are on every Naval vessel to this day.

Regards,

Figured you were a chief. No one else would call their space a goat locker.  Looking good, brother.

Regards,

SMC

Looks like a fine job so far.  Continue!

Regards,

The tack knot is a doubled wall and crown knot.  If you just make a wall knot the ends of the strands end up on the wrong side of the knot.  You want them to end up coming down against the rope where they can then be served over.

The knot is not very easy to do in small scale. But it can be done.

Regards,

Not familiar with the Enterprise.  Square rigged fore sail?  You are going to want enough clearance for that sail.

Regards,

I would venture a guess that the location of the channel, or what would be the channel, is too low and would probably be located directly under the gun port.  If you raise the location to that point a normal width channel should work.

Regards,

I don't know why people go to books like Petersons to get information when there are more contemporary and much better sources of information out there.  After reading something like Steels works or Falconers I pretty much shelved Petersons, never to be cracked open again.

MD1400cs wrote:

PS: whatever these are called I have to pull them all off. Again a novice with rigging when I made those it did not occur to me to be sure that ropes will be able to loop through – well they can’t – did not leave enough space grrrr.

Those are called fairleads.  Their purpose is to change the direction of the line.  The line passes around the outside of the pulley. You do not need to modify them at all.

Regards.

In general, a parral and truck arrangement was used for yards that would frequently be hoisted or lowered, i.e topsail, topgallant, and royals.  The truss pendant was usually reserved for the lower yards that by the 1700's were no longer lowered to furl the sails.  You can see that in the photos you posted the crossjack yard, being a lighter spar, employs a lighter truss pendant than the one shown for the lower main and fore yards.

Older vessels, up till the late 1600's still lowered their main and for yards to furl sail so you will see the parral and truck arrangement for those.

Just to throw another wrench into the works....  the truss pendants did not always lead down to tackles near the deck.  Some vessels lead their truss tackles up to eyebolts under the top.  Constitutions truss tackle are lead this way.

BTW,  the diagram that S. Coleman shows is of the Tye and Halyard arrangement for the lower yards, not the truss tackle.  Although I have not the first clue as to what the tackle is that is coming down from the center of the yard and terminating in an eyebolt.

Regards,

What are you missing?  I have virtually a complete 2nd kit that I am not using.  I had to buy a second one when a couple of major hull sections warped in the first one.  Plus, I am not using any of the blocks, deadeyes, eyebolts, etc. from either kit.

Regards,

I agree with Frank and Gregory.  The brace would come inboard through a sheave in the bulwark and belay to a cleat.  The cleat would not be on the taffrail.  It would be on the inside of the bulwark. Failing that I would use the deck cleat as Frank suggests.

Regards,

Thanks for the tip on the tools, Michael.  That is just what I was searching for to make thimbles for my rigging.

Regards,

I still feel, with regard to her adding short splices here and there, that she has changed the ship.  If someone looked at the ship 200 years from now would they assume that splices were supposed to be there and usual for rigging of the period?  Or, would they have to guess which were the efforts of a conservator?  If she did lengthen the lines where did she hide the extra length.  Has she changed the way the line was belayed.  A normal short splice will significantly shorten a line. What did she have to adjust to accommodate the change?

Regards,

Isn't the fact that she is adding short splices where none existed before, and shortening the line while doing so, effectively changing forever the original character of the object and potentially erasing historic information about practices, materials, contemporary thinking and tradition.

I would have thought that obtaining the same material used for the line and replacing it would be more in keeping with the original intent of the builder.

Regards,

I have also been on the lookout for an adjustable height table.  While I have seen several varieties that adjust upward I have yet to come across one that adjusts downward in order to facilitate the work on the upper rigging while seated.  To me, that would be the more useful situation.

Regards,

I think your answer will be 'it depends'.  It will depend on the ship type, the boom length, the captain, the circumstances, and probably a host of other factors.  I would assume that , just as in today's Navy, the flagstaff is removable.  It probably would sit in a step on the deck with a clamp to the tafferail.

Regards,

Lines that were to be handled together, such as your bunt and leech lines, would often be belayed on the same pin, as you would never be working these lines singly.

Regards,

What I find interesting about that paragraph is that there are instances of a modern "s" interspersed throughout.  There is even a case where the elongated s and a normal s are used together, as in the word "encompafs"

Regards

I disagree, Jud.  The modern method of flying the ensign from a gaff is a direct holdover from sailing days when the ensign was flown while underway from the peak of the spanker or driver gaff.  The gaff on a modern vessel is called that because it has the same function and location as of old.  The only reason the halyard comes down to the signal bridge is because the signal bridge is most conveniently located under all of the halyards for the peak, gaff and yards.  Even then the halyard belays to a cleat or pin at the rail or bulwark

The halyard on a sailing man-o-war is a very light line.  It would not have been any effort at all to have eased or shifted that line as needed to trim the driver.  Remember also that the driver would not normally be shifted through a very wide range of motion; it's purpose being to increase or decrease pressure on the after sail area in order to keep a course with less helm (which is why it is called a driver.)

Regards,

Former Signalman.  Flags were my business.

Rum, rum, and rum.  'Tis all you need.