davyboy

A highly dangerous virus called "Weekly Overload Recreational Killer" (WORK) is currently going around. If you come in contact with this WORK VIRUS, you should immediately go to the nearest "Biological Anxiety Relief" (BAR) centre to take antidotes known as "WORK Isolating Neutralizer Extract" (WINE), "Radioactive UnWORK Medicine"(RUM), "Bothersome Employer Elimination Rebooter" (BEER) or "Vaccine Of Depression Killing Antigen"(VODKA)
 

Thank you so much, Ed and Mark, i am happy to "entertain" you.
 

 
I show you the other side of the decks-house.
 
I do a little work on the wall of the great cabin.
 

 
This will also work on a small vignette...
 

 
Maple, walnut veneer and a steward, light modified on the left arm.
 

 
Only furniture is missed, coming soon. Unfortunately, above is the poop-deck, you will only now see into the cabin. Later, you will see contour and shadows...
 
Best regards!
 

But we all know it's there
 
Jan

Battle of Solebay
 
A fleet of 75 ships, 20,738 men and 4,484 cannon of the United Provinces, commanded by Lieutenant-Admirals Michiel de Ruyter, Adriaen Banckert and Willem Joseph van Ghent, surprised a joint Anglo-French fleet of 93 ships, 34,496 men and 6,018 cannon at anchor in Solebay (nowadays Sole Bay), near Southwold in Suffolk, on the east coast of England.
The Duke of York and Vice-Admiral Comte Jean II d'Estrées planned to blockade the Dutch in their home ports and deny the North Sea to Dutch shipping. The Dutch had hoped to repeat the success of the Raid on the Medway and a frigate squadron under Van Ghent sailed up the Thames in May but discovered that Sheerness Fort was now too well prepared to pass. The Dutch main fleet came too late, mainly due to coordination problems between the five Dutch admiralties, to prevent a joining of the English and French fleets. It followed the Allied fleet to the north, which, unaware of this, put in at Solebay to refit. On 7 June the Allies were caught by surprise and got into disarray when the Dutch fleet, having the weather gauge, suddenly appeared on the horizon in the early morning. The French fleet, whether through accident or design, steered south followed by Banckert's fifteen ships and limited its action to long-distance fire. Nevertheless theSuperbe was heavily damaged and des Rabesnières killed by fire from Enno Doedes Star's Groningen; total French casualties were about 450.
This left the Dutch van and centre to fight it out with the English, and the latter were hard pressed, as they had great difficulty to beat up the wind to bring ships out. The Duke of York had to move his flag twice, finally to London, as his flagships Prince and St Michael were taken out of action. The Prince was crippled by De Ruyter's flagship De Zeven Provinciën in a two hours' duel. De Ruyter was accompanied by the representative of the States-General of the Netherlands, Cornelis de Witt (the brother of Grand Pensionary Johan de Witt) who bravely remained seated on the main deck, although half of his guard of honour standing next to him was killed or wounded.
Lieutenant-Admiral Aert Jansse van Nes on the Eendracht first duelled Vice-Admiral Edward Spragge on HMS London and then was attacked by HMS Royal Katherine. The latter ship was then so heavily damaged that Captain John Chichely struck her flag and was taken prisoner; the Dutch prize crew however got drunk on the brandy found and allowed the ship to be later recaptured by the English.
Overview of the battle by Van de Velde French flagship Saint-Philippe at the Battle of Solebay The flagship of Admiral Edward Montagu, 1st Earl of Sandwich, HMS Royal James, was first fiercely engaged by Lieutenant-Admiral Van Ghent, who in 1667 had executed the Raid on the Medway, on Dolfijn. Van Ghent was however killed by shrapnel. Then captain Jan van Brakel made his Groot Hollandia attach to the Royal James, incessantly pounding the hull of that ship for over an hour and bringing her into such a condition that Lord Sandwich considered to strike his flag but decided against it because it was beneath his honour to surrender to a mere captain of low birth. He then ordered sloops from other ships to board the Groot Hollandia; his upper deck soon swarming with Englishmen Van Brakel was forced to cut the lines and retreat between friendly vessels to drive the boarding teams off. The Royal James now drifted away, sinking, and was attacked by several fire ships. She sank two, but a third, Vrede, commanded by Jan Daniëlszoon van den Rijn, its approach shielded by Vice-Admiral Isaac Sweers's Oliphant, set her on fire. She burnt with great loss of life; Sandwich himself and his son-in-law Philip Carteretdrowned trying to escape when his sloop collapsed under the weight of panicked sailors jumping in; his body washed ashore, only recognisable by the scorched clothing still showing the shield of the Order of the Garter.
During the battle the wind shifted, now giving the English the benefit of the weather gage; in the late afternoon the Dutch withdrew.
Losses were heavy on both sides: one Dutch ship, the Jozua, was destroyed and another, the Stavoren, captured, a third Dutch ship had an accident during repairs immediately after the battle and blew up. The battle ended inconclusively at sunset. Both sides claimed victory, the Dutch with the more justification as the English-French plan to blockade the Dutch was abandoned.
The fleets met again at the Battle of Schooneveld in 1673.
Ship List [edit]
Not all fireships are listed; there were about 24 of them on the Allied, 36 on the Dutch side.
England and France (The Duke of York and Albany) [edit] White Squadron (French) Guns Captain Terrible 70 (Rear Admiral Abraham Duquesne) Illustre 70 Marquis de Grancey Conquérant 70 M. de Thivas Admirable 68 M. de Beaulieu Téméraire 50 M. de Larson Prince 50 Charles Davy, Marquis d'Amfreville Bourbon 50 M. de Kervin Vaillant 50 Chevalier de Nesmond Alcion 46 M. Bitaut de Beor Hasardeux 38 M. de la Vigerie Saint Phillippe 78 (Vice Admiral Jean II, Comte d'Estrées; cp. M. Pierre de Cou) Foudroyant 70 M. Louis Gabaret Grand 70 M. Gombaud Tonnant 58 M. Des Ardents Brave 54 Chevalier Jean-Baptiste de Valbelle Aquilon 50 Chevalier d'Hally Duc 50 Chevalier de Sepville Oriflamme 50 M. de Kerjean Excellent 50 M. de Magnon Eole 38 Chevalier de Cogolin Arrogant 38 M. de Villeneuve-Ferriere Superbe 70 (Chef d'escadre Des Rabesnières, killed in battle) Invincible 70 Comodorre de Verdille Sans-Pareil 66 M. de la Clocheterie Fort 60 Comte de Benac Sage 50 M. Anne Hilarion de Contentin, Comte de Tourville Heureux 50 M. Francois Panetie Rubis 46 M. de Saint Aubin d'Infreville Galant 46 Chevalier de Flacourt Hardi 38 M. de la Roque-Garseval Red Squadron (English) Guns Captain London 96 (Vice Admiral Edward Spragge) Old James 70 John Haywood Resolution 70 John Berry Dunkirk 60 Francis Courtney Monck 60 Bernard Ludman, killed in battle Monmouth 70 Richard Beach Royal Katherine 86 John Chicheley Dreadnought 62 Arthur Herbert, 1st Earl of Torrington Adventure 44   Dartmouth 32 Richard Sadlington Supply 6   Prince 100 (James Stuart, Duke of York and Albany, Lord High Admiral; First Captain John Cox, killed in battle, Second Captain John Narborough) St Michael 96 Sir Robert Holmes Victory 82 Thomas Butler, Earl of Ossory Cambridge 70 Frescheville Holles, killed in battle York 64 Thomas Elliot, killed in battle Fairfax 60 George Legge Yarmouth 54 Robert Werden Portland 50 Thomas Guy Diamond 50 Thomas Foulis Phoenix 40 Richard Le Neve Robert 26   Charles 96 (Rear Admiral Sir John Harman) Rainbow 64 James Storey Revenge 62 John Hart Sr. Greenwich 60 Levi Greene Anne 58 John Waterworth, killed in battle Advice 50 Dominick Nugent Dover 48 Sir John Ernle (or Ernley) Forester 40   Blue Squadron (English) Guns Captain St Andrew 96 (Rear Admiral John Kempthorne) French Ruby 80 Thomas R. Cole St George 70 Jeffrey Pearce, killed in battle Warspite 70 Richard White Gloucester 62 William Coleman Bonaventure 48 Richard Trevanion Antelope 48   Success 32 George Watson Royal James 100 (Admiral Sir Edward Montagu, Earl of Sandwich (killed in battle); Captain Richard Haddock) Henry 82 Francis Digby, killed in battle Edgar 72 John Wetwang Rupert 66 John Holmes Montagu 62 Thomas Darcy Leopard 54 Peter Bowen Crown 48 William Finch Falcon 40 Charles Montague Alice & Francis 26 George Yennes, killed in battle Royal Sovereign 100 (Vice Admiral Sir Joseph Jordan) Triumph 74 Willoughby Hannam, killed in battle Unicorn 68 Richard James Mary 62 John Brooks Plymouth 60 Sir Roger Strickland Princesse 54 Sir Richard Munden Ruby 48 Stephen Pyend Mary Rose 48 William Davies Tyger 44 John Turner

Hey Gang,
An update at last !  Ive rigged and installed the rear cannon as well as the ships wheel.  As you can see by the profile photo - i probably should have mounted it about 1/32 further aft as the ropes arent centered on the drum.  And i think wheel stand is a little too tall by maybe 1/16.  Some corrections may be in order....
 
Stay tuned,
Chris

Hi Gang,
 
After a hiatus due to my wife and I having twins, she's dusted off and I'm hoping to recommence this build.  I've attached some not so great photos from my iphone - the idea here is just to get a log started and motivate me to get back in the shipyard - for at least a few hours per week.  
 
This build was started back in November of 2009 using Chucks plans that later were used in the Model Expo kit.  The woods used were swiss pear from Hobby Mill for almost exclusively with the exception of boxwood for the decks and a little bit of ebony for the false keel and checkerboard flooring in the great cabin.  Im a big fan of Fiebings dyed swiss pear and used this method for all black areas with the exceptions I just mentioned.  I used three finishes, pure tung oil for the hull, Watcos Danish Oil for the deck fittings and beams, and diluted sanding sealer for the deck.  
 
My goal is to at least get the 6 lb guns rigged and installed along with the ships wheel hopefully by the end of the month so i can begin the headrails this summer if the twins cooperate....
 
Thats it for now - by the way the photo posts looks a bit different than the old Modelship World - any tips on the best size to upload so they look more standard/fill the screen ?
Chris

I think the rule of thumb for the dead eye lanyards is 2 1/2 times the size of the dead eye itself.......I read that somewhere.   looking good Sjors

Shame about the mast Andy. On the other hand, it's been a most entertaining discussion on the English language!!!

Where is the old 'pounding your head against a brick wall' emoticon when you need it?  I'm going to go smoke a fag.

Brighten your day; liven up your breath; try all new minty mast.  Available from your local supermarket now!!
 
Sorry about the mast, Andy, but at least you seem to have taught a couple of Yanks to spell 'colour'.  Now, if you can all just learn to say alumin - i - um!
 
John

Wayne, you would make a cruciverbalist elated..
 
Now if we can only get you folks to spell colour correctly....
 
Andy

After a morning of hard cleaning work, here is the result…..
And because you guy's don't trust me with the new tools, see what i have placed next to the tools….
 

 

oh Dear,
 
i can see a lost in translation problem here

Ken,why not just push your drillbit into the pin vice chuck until only .175" protrudes. That´s what I do to control depth,no need to glue tubing on then.
 
Dave    

Ian,
 
The main topsail sheet bitts were often a gallows bitt or sometimes a gallows was fitted just fwd of them. Spare topmasts and spars were stowed on these,the fwd ends resting on the aft edge of the forecastle. The largest boat would be stowed on top of these with possibly the smallest boat stowed upside down on it. There was not enough width to place boats side by side. If your capstan is aft of the mainmast it may be possible to stow a third boat on the deck underneath the others.
 
TBH,Lavery is a bit vague on all this giving lots of possibilities. As his book is 25+ years old maybe further research has turned up better info. Perhaps one of our knowledgeable members will be able to give you a better answer,I´m no expert    Stern and quarter davits were a late 18th century development on large ships and skid beams (Lavery calls them boat booms) across the waist from the gangways also late in appearing on frigates. Around 1800 according to Laverys´book.  
 
Hope this is of help to you.
 
Dave

Canvas comes from old French “canevas” or “canevaz”, literally, ‘made of hemp’. Over the years, it morphed. The Dutch, not being able to grow cannabis, used flax; they called it “zeildoek”, literally, ‘sail cloth’. The weight of the cloth (pounds per square whatever) determined its usage. The lighter grades were called linen, the heavier grades were called canvas (presumably because some hemp fiber was incorporated into the weave).  After a while, sailcloth was just called “duck”; soft-duck, hard-duck, canvas-duck, etc..
 
The Russians developed a technique for double carding flax to make it more pliable. It was very useful on linen-weight and intermediate-weight cloths. Sailcloth prepared in this way eventually became known as, simply “duck”. The heavy-weather stuff was still, simply “canvas”.
 
All made on hand looms, till about 1800, so the lighter, softer, fibers made for a more tightly woven, resilient, and stronger cloth (for its weight) than the larger fiber flax/hemp equivalents. For all its advantages, the cost (and time) needed to trim, card, and twist flax into fibers of a size useable for courses or topsails, made it uneconomical for all but the wealthiest. The Russian Navy used it, but then, the Czar said so, so …
 
The colonies were cut off from internal manufacture of this sort in the normal course of events, and during the unpleasantness, were supposedly cut off from  Euro imports altogether, so we had to do something. There was decades of experience with cotton as an alternative to flax, but it was all simple short staple: hardy, coarse, but flexible, it wasn’t much better than flax, and cotton had the disadvantage of being more hygroscopic than flax. Okey dokey, except for the weight aloft rule.
 
Then somebody (who deserves a statue) thought about the long-staple Sea Island variety. Not as hardy, but just as flexible, if not more so, but could also be carded fine, and woven tight. Because the fibers could be linked and twisted, it was a perfect solution for light and intermediate sailcloth weights. The biggies, of course, still used hemp in the weave. Until about the 1800s or so, when the power loom came on-line and could weave ‘tighter and lighter’ than before.
 
So, even today, sailboats raise “canvas”, even though it’s Dacron. Rarely, will you hear the term duck. Hemp is what ya smoke, and flax is what happens to your winkie with too much hemp.
 
I really hope I haven’t given you more information than you really wanted.
 
Ciao. John

Keith, Many thanks for the link. Incredible work which shows the limits of our expertise.
 
Making small steps with perhaps a half of the running rigging completed.
Preparing the netting over the bees, using blackTulle.  24 gage dark annealed wire was used for the supporting lines, glued to the tulle and the excess netting trimmed off.
Netting in place
Photo showing Spritsail sheet and clue line and bowsprit topsail sheet and clue line.  Also spritsail yard brace and topsail yard brace.
Foremast lower yard clue line and block (just under the yard); tack line leading forward to the bumpkin and sheet running aft to hull.
Starboard bumpkin. Tack line leading to outer kevel at foredeck.
Lines attached at timberheads at the beakhead.
Foremast lower yard clue block, sheet block (aft) and tack block (fwd). Real ship.
Sheet originating from an eyebolt on the hull, terminating through the hull to a cleat on the upper gun deck.
Top mast yard sheet and clue line.
Stb'd and Port bumpkins.
Spritsail yard lift originating from the cap and returning to pass through a block at the cap.
Lines terminating at the timberheads at the beakhead.
Lines terminating at the timberheads at the belfry

Yikes.... he's gone and done it... he made a real shackle....
 
The only thing missing is a hole in the outside end of the pin so it can be moused...
 
Michael, I must say I've been quietly following your build for some time, and your machining is utterly incredible, to say nothing of the impressiveness of your build.
 
Andy

Ian,
 
The main topsail sheet bitts were often a gallows bitt or sometimes a gallows was fitted just fwd of them. Spare topmasts and spars were stowed on these,the fwd ends resting on the aft edge of the forecastle. The largest boat would be stowed on top of these with possibly the smallest boat stowed upside down on it. There was not enough width to place boats side by side. If your capstan is aft of the mainmast it may be possible to stow a third boat on the deck underneath the others.
 
TBH,Lavery is a bit vague on all this giving lots of possibilities. As his book is 25+ years old maybe further research has turned up better info. Perhaps one of our knowledgeable members will be able to give you a better answer,I´m no expert    Stern and quarter davits were a late 18th century development on large ships and skid beams (Lavery calls them boat booms) across the waist from the gangways also late in appearing on frigates. Around 1800 according to Laverys´book.  
 
Hope this is of help to you.
 
Dave

Hi Ian,
 
I found this in Laverys´ Arming and Fitting of English Ships of War. " Probably the most important order was that of 1769 which regulated the boats issued to ships of 10 to 36 guns." 
 
Frigates of 28 to 36 guns had three boats each,a Longboat,a Pinnace and a Yawl. Ships of 28 guns had longboats 21 or 22 ft, Pinnaces of 28 ft and Yawls of 22 or 23 ft. That would seem to fit roughly with what you are looking for.  
 
Dave

Hi Hamilton,have you looked at the NMM website ? Type in `20 gun ship models´ in the search box,you will find several good photos on pages 3 & 4. You can enlarge them which may give you some other ideas rather than using the Blandford book.
 
Have fun  
 
Dave

Yes.
 
  Danny

At least we don't have to deal with Whitworth anymore... (Unless you are into old British machinery) Here's a great example from Wikipedia:
 
British Morris and MG engines from 1923 to 1955 were built using metric threads but with bolt heads and nuts dimensioned for Whitworth spanners (wrenches) and sockets.[5] The background for this was that the engines were produced using machine tools of a previously French-owned company that was set up for metric production; for the average British motorist to be able to service his car, the bolt heads had to fit imperial-sized spanners.

Any tool that is purchased and not used!
 
The whole Metric/Imperial debate is funny. The martians were laughing all the way to Jupiter eating their fig newtons about that crash.
 
A bigger issue than Imperial /Metric is Chinese language versus English or Malian or Hindi or Turkish or Russian. Were all different it's a big world and it would be so boring if we all used the same language and measuring systems, there would be nothing to debate.
 
All this is better than pointing sticks at each other though.
 
Michael

I think we have forgotten just how skilled many craftsmen and skilled artisans were in the past. I believe that their skill was predicated on a greater amount of time honing their skills and being taught the value of doing a job with the greatest care and attention, and not necessarily the fastest cheapest way. 
 
250 years ago some extremely fine optical and scientific instruments were made, not to mention clocks and watches, so I am not surprised by the quality of work done then.  I am more surprised by that same quality today.
 
We seem to be living in an instant world that is in a constant hurry to finish everything at the lowest cost. What I find so refreshing about this hobby is that this hurry is for the most part ignored.
 
Michael