CDR_Ret

I may have to find your hobby shop and talk to this person. Painting plastic models frightens me to no end. I feel compelled to use an airbrush but anytime I look (window-shop) at airbrushes I get overwhelmed and go hide in a corner :-). 
 
Looking forward to following along!

The stack should not face into the wind - otherwise the stack doesn't work and it gets real smokey below decks real quick besides playing havoc with the stove fire.
Kurt

Chief,
 
There are  number of issues to consider-
 
First there are loadline rules established by international agreement.  These rules assign a freeboard to a vessel based on its design, with the ship presumably in good condition.  The Plimsoll mark painted on the side of the hull defines the vessel’s minimum freeboard under different situations:  Winter North Atlantic, Summer, Fresh Water, etc.  Unless the basic design of the ship were to be changed there would be no reason to change the freeboard.  Freeboard could be changed by making what might seem to be minor changes.  For example making a deck previously open to the weather watertight by permanently closing openings might allow the load line to be changed but this would depend entirely on the vessel’s design vs the load line rules.
 
Second, most ships are insured.  To obtain insurance the owner must have the vessel surveyed by a “classification society.”  In the USA the society is ABS, The American Bureau of Shipping.  They will review the vessel’s design and its construction, and will publish a rating.  A less than A-1 rating will cause insurance underwriters to set high rates or possibly refuse to insure the vessel and its cargo.  Each classification society publishes its own rules that would cover the repairs needed to correct the condition you describe to allow it to pass a survey.
 
Third the US Coast Guard is charged with ensuring that vessels sailing in US waters are seaworthy.  They have the authority to enforce rules published by others such as the freeboard organizations plus those that they publish plus those issued by various other governmental agencies.
 
As they say, “it’s complicated,” but the short answer is I don’t see how repairing a vessel can allow its freeboard to be reduced.
 
Roger

I read the title “Professional Help Needed” and saw you were also a Chief Torpedoman so I said to self “Well at least he is asking”

Hi Chief.
 
Don't suppose you have any photos of this situation?
 
Changing the load line of a ship isn't a trivial thing. Either the ship had reserve cargo capacity built in or someone is playing with the stability tables. It would seem that seaworthiness certifications and insurance companies would have something to say about such an act.
 
From my limited familiarity with marine physics, I would think that the main adverse effects to raising the load line would be reducing reserve buoyancy and some effect on the righting moment (the actual effect on stability might either reduce it or increase it, depending on a number of factors).
 
As for the weld issues, I'm having a hard time visualizing the problem. Are there gaps (broken welds) at regular intervals along the keel, that would indicate some relationship to deep frame locations? Does this condition basically flood the keel structure with seawater?
 
Overall, welding plates between the buckles seems to be a band-aid approach to the problem. There is obviously some serious structural issues at work.
 
Terry

Hi Chief.
 
Don't suppose you have any photos of this situation?
 
Changing the load line of a ship isn't a trivial thing. Either the ship had reserve cargo capacity built in or someone is playing with the stability tables. It would seem that seaworthiness certifications and insurance companies would have something to say about such an act.
 
From my limited familiarity with marine physics, I would think that the main adverse effects to raising the load line would be reducing reserve buoyancy and some effect on the righting moment (the actual effect on stability might either reduce it or increase it, depending on a number of factors).
 
As for the weld issues, I'm having a hard time visualizing the problem. Are there gaps (broken welds) at regular intervals along the keel, that would indicate some relationship to deep frame locations? Does this condition basically flood the keel structure with seawater?
 
Overall, welding plates between the buckles seems to be a band-aid approach to the problem. There is obviously some serious structural issues at work.
 
Terry

Mike,
 
The attached pictures illustrates how I stowed the windlass break handles on the forward bulwark on my Maine Topsail Schooner Eagle of 1847 build.
 
Regards,
Pete

Harold Underhill has a book called Masting and Rigging the Clipper Ship and Ocean Carrier.  He describes the standard and usual method of rigging for civilian ships.  Also included is a fold out diagram of the belaying locations with a comprehensive and cross referenced index.
 
I think it is a great resource.
 
Regards,

Always check ABEbooks.com for old or out of print books.  They are a consolidator and have access to an amazing collection of book sellers.
Maury

I bought my copy on Amazon about a month ago.
 
Regards,

Just bought a used copy of Underhill's book today on Amazon for $32. I skimmed the openlibrary.org copy and it has amazingly detailed diagrams of the rigging and masting details not available in the photos I obtained from DTM/CIW of the Galilee. Since this book emphasizes 19th and 20th century sailing merchants, it will likely be a good source for rigging the model. Sadly, the one diagram that I needed to reference wasn't scanned in the digital copy from the Boston Library.
 
Terry

Reserved a digital copy at openlibrary.org. That looks like a good place to obtain access to out-of-print books. Operating under a grant from California, so the site seems legit.

Thanks, Henry. I'll look into that reference.
 
Terry

Hi all.
 
Anyone know of an authoritative reference showing late 19th-century merchant pinrail diagrams? It is my understanding that belaying pin arrangements were fairly standardized by ship-type throughout most of the world, or at least within a nation's fleet, so that crew could be hired in nearly any port and would be able to serve with little additional training.
 
I am looking specifically for the pinrail layout typical of a late-19th century, West-Coast, brigantine merchant of medium size. 
 
Any assistance will be appreciated.
 
Terry Egolf
Colorado Springs, CO, USA

I tried to get Shapeways to print a Cold-War submarine 7-bladed screw from an STL file I created in Blender. However, at the scale I intended, the online evaluation tool said the blades were too thin. Anything thicker would have looked wrong, so I gave it up.
Terry

I tried to get Shapeways to print a Cold-War submarine 7-bladed screw from an STL file I created in Blender. However, at the scale I intended, the online evaluation tool said the blades were too thin. Anything thicker would have looked wrong, so I gave it up.
Terry

This past weekend, I received a packet from the Maine Maritime Museum*. It contained several scanned pages from a 1902 Hyde Windlass Company (HWC) catalog that related to their manual capstan and windlass machinery. Since the patents listed in the figure were several decades prior to the publication date, the design spans the time the Galilee was built, and is likely representative of the type she carried.
 
This is the scanned engraving of the machinery from the catalog.
 
Compare this design with the image in the previous post. The wildcat brake actuators consist of forked lever rods that engage the band brakes from the forecastle deck, rather than screw actuators mounted on the main deck as I drew them.
 
It turns out that Galilee did indeed have this type of brake control, as indicated in the following photograph, which was taken in 1905 during her outfitting as a magnetic research vessel. I also discovered from this photo that the capstan was mounted on a base about 8–10 inches high. This is referred to in HWC catalog, so I will need to include that detail in the final plans.

So I am now much more confident that I have identified at least a plausible anchor handling gear for this vessel, and can now move on to other deck furniture.
 
Terry
 
*Maine Maritime Museum contact information:
Anne Witty, Chief Curator
Maine Maritime Museum
243 Washington Street
Bath, Maine (ME) 04530
Tel: 207-443-1316, ext. 328
Email: witty@maritimeme.org

Jud,
 
Setting your vessel's length to the overall dimensions is a good way to avoid negative axial coordinates. My drawings of Galilee were all dimensioned starting with the aft perpendicular, so, to avoid remeasuring all the stations, I just went with negative X values at the transom. The program can handle them. It's a computer after all.
 
Terry.

Pete and I were at the same shipyard in San Diego (he recruited at my college and then also interviewed me at the yard) - he's a smart guy so I won't surprised me when admits to building full scale then hitting it with the Shrink-Ray he invented.

Took a few hours today to do a detailed search of the Web on this topic. The only things I came up with were the following.
 
Balclutha, which is one of the premier museum vessels held by the San Francisco Maritime National Historical Park, is extremely well documented through the National Park Service HAER program. Several of the scale drawings in that program include diagrams of the anchor windlass, which is shown below. Though the Balclutha is much larger than Galilee, she is almost contemporary to the brigantine. The following diagram shows Balclutha's hand-powered anchor windlass.

The photo below that I found on Pinterest of capstan/windlass of the sunken Lucerne (check out the Wikipedia article) is probably more similar to the one Galilee carried. Since there doesn't seem to be any contemporary diagrams available of a Hyde windlass, I'll have to approximate one when developing the ship's plans.

This past weekend, I received a packet from the Maine Maritime Museum*. It contained several scanned pages from a 1902 Hyde Windlass Company (HWC) catalog that related to their manual capstan and windlass machinery. Since the patents listed in the figure were several decades prior to the publication date, the design spans the time the Galilee was built, and is likely representative of the type she carried.
 
This is the scanned engraving of the machinery from the catalog.
 
Compare this design with the image in the previous post. The wildcat brake actuators consist of forked lever rods that engage the band brakes from the forecastle deck, rather than screw actuators mounted on the main deck as I drew them.
 
It turns out that Galilee did indeed have this type of brake control, as indicated in the following photograph, which was taken in 1905 during her outfitting as a magnetic research vessel. I also discovered from this photo that the capstan was mounted on a base about 8–10 inches high. This is referred to in HWC catalog, so I will need to include that detail in the final plans.

So I am now much more confident that I have identified at least a plausible anchor handling gear for this vessel, and can now move on to other deck furniture.
 
Terry
 
*Maine Maritime Museum contact information:
Anne Witty, Chief Curator
Maine Maritime Museum
243 Washington Street
Bath, Maine (ME) 04530
Tel: 207-443-1316, ext. 328
Email: witty@maritimeme.org

This past weekend, I received a packet from the Maine Maritime Museum*. It contained several scanned pages from a 1902 Hyde Windlass Company (HWC) catalog that related to their manual capstan and windlass machinery. Since the patents listed in the figure were several decades prior to the publication date, the design spans the time the Galilee was built, and is likely representative of the type she carried.
 
This is the scanned engraving of the machinery from the catalog.
 
Compare this design with the image in the previous post. The wildcat brake actuators consist of forked lever rods that engage the band brakes from the forecastle deck, rather than screw actuators mounted on the main deck as I drew them.
 
It turns out that Galilee did indeed have this type of brake control, as indicated in the following photograph, which was taken in 1905 during her outfitting as a magnetic research vessel. I also discovered from this photo that the capstan was mounted on a base about 8–10 inches high. This is referred to in HWC catalog, so I will need to include that detail in the final plans.

So I am now much more confident that I have identified at least a plausible anchor handling gear for this vessel, and can now move on to other deck furniture.
 
Terry
 
*Maine Maritime Museum contact information:
Anne Witty, Chief Curator
Maine Maritime Museum
243 Washington Street
Bath, Maine (ME) 04530
Tel: 207-443-1316, ext. 328
Email: witty@maritimeme.org

Aaannd .... here is the final image in this topic showing the capstan and windlass in the context of the forecastle space. Based on my reconstruction of the Galilee plans, there will be about 39 inches of room between decks, so I had to downscale the windlass machinery to fit. I also flipped the clutch actuator so that I could maximize the size of the rest of the equipment.
 
The image seems tilted because the equipment rests on the extreme forward sweep of the deck sheer. There is a 4-degree slope at this point on the deck. Anchor chain comes up from the chain locker through pipes in the deck immediately below the wildcats and lead forward through chain stoppers (not shown) to the hawse pipes in the bow.

This past weekend, I received a packet from the Maine Maritime Museum*. It contained several scanned pages from a 1902 Hyde Windlass Company (HWC) catalog that related to their manual capstan and windlass machinery. Since the patents listed in the figure were several decades prior to the publication date, the design spans the time the Galilee was built, and is likely representative of the type she carried.
 
This is the scanned engraving of the machinery from the catalog.
 
Compare this design with the image in the previous post. The wildcat brake actuators consist of forked lever rods that engage the band brakes from the forecastle deck, rather than screw actuators mounted on the main deck as I drew them.
 
It turns out that Galilee did indeed have this type of brake control, as indicated in the following photograph, which was taken in 1905 during her outfitting as a magnetic research vessel. I also discovered from this photo that the capstan was mounted on a base about 8–10 inches high. This is referred to in HWC catalog, so I will need to include that detail in the final plans.

So I am now much more confident that I have identified at least a plausible anchor handling gear for this vessel, and can now move on to other deck furniture.
 
Terry
 
*Maine Maritime Museum contact information:
Anne Witty, Chief Curator
Maine Maritime Museum
243 Washington Street
Bath, Maine (ME) 04530
Tel: 207-443-1316, ext. 328
Email: witty@maritimeme.org

This past weekend, I received a packet from the Maine Maritime Museum*. It contained several scanned pages from a 1902 Hyde Windlass Company (HWC) catalog that related to their manual capstan and windlass machinery. Since the patents listed in the figure were several decades prior to the publication date, the design spans the time the Galilee was built, and is likely representative of the type she carried.
 
This is the scanned engraving of the machinery from the catalog.
 
Compare this design with the image in the previous post. The wildcat brake actuators consist of forked lever rods that engage the band brakes from the forecastle deck, rather than screw actuators mounted on the main deck as I drew them.
 
It turns out that Galilee did indeed have this type of brake control, as indicated in the following photograph, which was taken in 1905 during her outfitting as a magnetic research vessel. I also discovered from this photo that the capstan was mounted on a base about 8–10 inches high. This is referred to in HWC catalog, so I will need to include that detail in the final plans.

So I am now much more confident that I have identified at least a plausible anchor handling gear for this vessel, and can now move on to other deck furniture.
 
Terry
 
*Maine Maritime Museum contact information:
Anne Witty, Chief Curator
Maine Maritime Museum
243 Washington Street
Bath, Maine (ME) 04530
Tel: 207-443-1316, ext. 328
Email: witty@maritimeme.org