trippwj

Just test fitting the mast and pawl bit post before laying the deck.

Thank you all for the kind replies! I have done some work at giving her a more "weathered" look. Still more to do. Doing the sanding and painting in the garage (heated). Sorry about the poor lighting.

Wow - has it really been 2 years? I finally decided that the only way I could move on was by not doing any more planking. Since she is in the yard being repaired for the display I stopped where I thought it looked good and started the painting. I plan to weather it some and then continue construction.

Mssr. Tupinier led a rather interesting career based on his decidedly sparse wikipedia biography. Not speaking French I am unable to pursue the thread into the rabbit hole to see what the details are. They note that he was acting Minister of the Navy in 1834 an Minister of the Navy in the Transitional French cabinet of 1839. He also has several other naval publications in French available via web search (some in full text, some title page only). The subject book posted by bruce was originally published in 1822.

This is an inteeresting and historically useful volume if one accepts the pro-British bias of the author. Roosevelt (many years later) published his rebuttal. James' most significant conclusion was that no American vessel of equal force ever captured a British ship - an assertion which has remained essentially unchallenged. Arguments instead revolve around degrees of difference. However, as TR noted: "And it must always be remembered that a victory, honourably won, if even over a weaker foe, does reflect credit on the nation by whom it is gained. It was creditable to us as a nation that our ships were better made and better armed then the British frigates....Some of my countrymen will consider this but scant approbation, to which the answer must be that a history is not a panegyric." James, William. 1817. A Full and Correct Account of the Chief Naval Occurences of the Late War between Great Britain and the United States of America: Preceded by a Cursory Examination of the American Accounts of Their Naval Actions Fought Previous to That Period : To Which Is Added an Appendix with Plates. London : Printed for T. Egerton ... http://archive.org/details/cihm_35730. Roosevelt, Theodore. 1882. The Naval War of 1812; or, The History of the United States during the Last War with Great Britain; to Which Is Appended an Account of the Battle of New Orleans. New York, Putnam. http://archive.org/details/navalwarof1812or00roosuoft.

The Lecture Postprint from this session is available on Academia at: Jakobi, Davina. 2017. “How Important Is Knowing the Ropes? Thoughts on the Ethics and Practice of Conserving Ship Model Rigging.” presented at the AIC’s 45 th Annual Meeting Treatment 2017: Innovation in Conservation and Collections Care, Chicago. https://www.academia.edu/37892579/How_important_is_knowing_the_ropes_Thoughts_on_the_ethics_and_practice_of_conserving_ship_model_rigging.

When considering the Tea Clippers (a very short time span of about 2 decades from ~1845-1869), one must first discount all of our "modern" conceptions of stability and wind effects, wetted area calculations and so forth and consider the situation through the lens of contemporary nautical architecture. The essential components of calculating displacement (that is, determining the volume of the submerged portion of the hull at the desired load waterline) were fairly well known. Determining the as-built weight of the empty cargo vessel was likewise able to be estimated reasonably well, although the actual weight was better known after launch by calculating the displacement volume once the intended ballast, masts and so forth were installed (variables in size of various timbers used, actual weight of each timber that could vary based on the moisture content, number of spikes and so forth during construction made an accurate estimate difficult at best). Once the displacement weight was known, the difference between empty and fully loaded displacement volume provided the weight (actually, mass) available for cargo, store and crew. There were standard estimates for stores and crew based on length of the voyage, so subtracting those gave the cargo capacity. Bored yet? Knowing the amount of cargo being transported (outbound was generally trade types of merchandise and goods purchased by the owneres to sell in China then purchase tea). Ballast (preferably something which could be sold, but not always) was then loaded as druxey noted prior to the cargo. Once at sea, particularly for a new ship, it was not uncommon for the captain and sailing master to shift masts (adjust the rake) and ballast for desired sailing qualities. As stores (food, water, cooking fuel) were consumed, ballast would again be shifted as needed to maintain the optimum trim as percieved by the skipper. For the voyage to England with the tea as cargo, generally shingle was loaded as additional ballast to compensate for the reduced weight of tea. Clark (a former clipper ship captain) states that they carried some 200-300 tons of shingle when loaded with tea for the trip to England (Clark, Arthur H. 1911. The Clipper Ship Era : An Epitome of Famous American and British Clipper Ships, Their Owners, Builders, Commanders, and Crews, 1843-1869. New York : Putnam. http://archive.org/details/clippershiperaep00claruoft ). There are a number of exceptional descriptions of the Tea Clipper era (some, as in the book by Clark, are available for download). Here is a brief listing of some you may find of interest: Brown, Daniel M. 2010. “The Need for Speed: Baltimore Clippers and the Origin of the First American Ship Type.” https://www.academia.edu/14330732/The_Need_for_Speed_Baltimore_Clippers_and_the_Origin_of_the_First_American_Ship_Type. Davison, Darius. 1852. Progress of Naval Architecture ...: Being a Popular and Brief Explanation of the Principles and Advantages of Darius Davison’s New American Model, for Ocean Steamers, Clipper Ships, Steamboats, Yachts, Etc. Illustrated with Fifteen ... Wood Engravings. Containing, Also, a Communication in Relation to His New Engine and New Motive Power! And a General Explanation of His Plan for a Great Iron Ocean-Steamer, 700 Feet Long! Maximum Speed, 30 Miles an Hour! Baker, Godwin & Co., Printers. http://archive.org/details/progressnavalar00unkngoog. Lubbock, Basil. 1984. The China Clippers. The Century Seafarers. London: Century Publ. [u.a.]. MacGregor, David R. 1993. British & American Clippers: A Comparison of Their Design, Construction and Performance in the 1850s. Annapolis, Md: Naval Institute Press. MacGregor, David R., and Geoff Hunt. 1984. The Tea Clippers: Their History and Development 1833 - 1875. 2. ed., rev.Expanded. London: Conway Maritime Press [u.a.]. Montagu, Robert. 1852. Naval Architecture: A Treatise on Ship-Building and the Rig of Clippers ; with Suggestions for a New Method of Laying down Vessels. London: London : Colburn and co. http://archive.org/details/navalarchitectu00montgoog. Whipple, A. B. C. 1980. The Clipper Ships. The Seafarers. Alexandria, Va: Time-Life Books. With that, I shall now stop boring everyone. Carry on and have a wonderful day!

I just responded to your other post - what types of details are you looking for? Some of the information may have already been coveed in other threads over the past few years. The more specificity you can offer the better we can assist.

For what it's worth, the spreadsheet shows created in 2003 by edby at Bayer. Either way it is a wonderful resource! I really need to spend some time at the PEM once I retire (which may be sooner rather than later). Carry on, Gents. I love the details you both have!!!

Not sure where I got it from either - i just hid the columns for the other ships to make it less crowded. By any chance did you create the spreadsheet? May also have been Ed.

Here is the info I have available from the Josiah Fox papers. It is quite likey that there is more.

There is an appendix to the Naval Documents Related to the United States Wars with the Barbary Powers which has a listing as of 1804. There would be alterations by varius skippers but these will be fairly accurate. Knox, Dudley, ed. 1945. Register of Officer Personnel United States Navy and Marine Corps and Ships’ Data 1801–1807. Naval Documents Related to the United States Wars with the Barbary Powers. U.S. Government Printing Office. http://www.ibiblio.org/anrs/docs/E/E3/nd_barbarywars_register_shipdata.pdf.

Dang - they revised the website on me! I pulled it down back in 2015. Try this link (it's 25mb so can't upload it here) ftp://ftp.library.noaa.gov/docs.lib/htdocs/rescue/rarebooks_1600-1800/VK541S81795.PDF or this one: https://noaa.sirsi.net/uhtbin/cgisirsi/x/0/0/57/5/3?searchdata1=240545{CKEY}&searchfield1=GENERAL^SUBJECT^GENERAL^^&user_id=WEBSERVER Let me know if that works for you!

Steel, David. Seamanship, Both in Theory and Practice. Printed and published for, and at, Steel’s Navigation-Warehouse, Tower-Hill, 1795. docs.lib.noaa.gov/rescue/rarebooks_1600-1800/VK541S81795.PDF. See description for ships with no jeer capstan on page 156.

I don't think that an 8 to 13 inch circumference cable would be wrapped around the capstan. On the largest ships the line comes in through the manger and the viol is rigged on the lower deck, not the weather deck. On a 20 gun sloop of war, it is likely some other method was used. There may be something in Lever about weighing the anchor on a sloop.

Looking through Falconer, he includes a very similar description to Steel (also noting only used on the largest vessels page 45) and a drawing on Plate III. Falconer, William. A New and Universal Dictionary of the Marine: Being, a Copious Explanation of the Technical Terms and Phrases Usually Employed in the Construction, Equipment, Machinery, Movements, and Military, as Well as Naval Operations of Ships: With Such Parts of Astronomy, and Navigation, as Will Be Found Useful to Practical Navigators. T. Cadell, 1830. https://books.google.com/books?id=2TAyAQAAMAAJ.

Steel doesn't mention fiddle blocks. All I have turned up are modern examples that don't look much like the viol block.

Steel has a drawing of one. https://maritime.org/doc/steel/part5.htm VOYOL or VIOL BLOCK is a large single-sheaved block; the length is 10 times the thickness of the sheave-hole, which is three-eighths more than the thickness of the sheave; the thickness of the sheave is one-tenth more than the diameter of the viol, and the diameter of the sheave is seven times the thickness. The breadth of the block to be 8 times the thickness of the sheave, and the thickness to be two-sevenths of the length. This block is double scored, the sheave is coaked with brass and the pin is iron, and near the thickness of the sheave. It is used in heaving up the anchor. The viol passes round the jear-capstern, and through the block, which is lashed to the main-mast; and the cable is fastened in a temporary manner to the viol in several places. It is seldom used but in the largest ships in the royal-navy.

The Naval Chronicle (see collection here https://archive.org/search.php?query=naval%20chronicle ) has a wealth of information. Gower was a fairly prolific treatiser in his day. Here are a few of his publications (with links). Gower, Richard Hall. A Description of Several Instruments for Measuring a Ship’s Way through the Water. By R. H. Gower ... With an Account of His Patent Perpetual Log, Etc. the Author, 1792. https://books.google.com/books?id=Q0tiAAAAcAAJ ———. A Narrative of a Mode Pursued by the British Government to Effect Improvements in Naval Architecture. T. Davison ... and sold by J. Mawman, 1811. https://books.google.com/books?id=7NgVz8eaDi8C ———. A Supplement to the Practical Seamanship, with an Appendix. J Mawman, 1807. https://books.google.com/books?id=ValgAAAAcAAJ. ———. “A Treatise on Signals, with a Proposal to Rendcr Them More Effectual and Extensive; Together with the Addifion of a Naval Telegraph.” The Naval Chronicle V, no. January to July (1801): 22–31. https://books.google.com/books?id=1RJFAQAAMAAJ ———. A Treatise on the Theory and Practice of Seamanship, Together with a System of Naval Signals. Wilkie and Robinson; J. Walker ... and W. Heather, 1808.https://books.google.com/books?id=e2VGAAAAYAAJ ———. Original Observations Regarding the Inability of Ships to Perform Their Duty with Promptitude and Safety, with Suggestions for Their Improvement, as Practised on Board the Transit ... Also the Description of a Propeller or Floating Anchor, and That of a Life Catamaran, Etc. [With Six Plates.]. S. Piper, 1833. https://books.google.com/books?id=W6pWAAAAcAAJ

In the US, the Post Office is not responsible for assigning addresses - that is done by the local authority having jurisdiction over 9-1-1 addressing (sometimes city/town, sometime county). These lists from the municipality are then provided to the USPS and our delivery route addressing is updated. Some of the most common errors we encounter: 1. People continue to use old addresses rather than update to new addresses (example: using RR1 Box xxx when the town has implemented street addressing such as 123 Rugged Road) 2. Folks put in a change of address - after 12 months mail is returned to the sender with the new address listed. After 18 months mail is returned as Unable to Forward. Periodical rate mail, a copy of the cover is returned to the mailer postage due with the new address label included. 3. Folks forget to include apartment/unit/lot number. Our carriers are good, but they don's know everyone in a 200 unit apartment building/mobile home park. Those might get sent back as Insufficient Address. 4. PO Boxes get closed - either intentionally or for non-payment. 11 days after the payment is due mail gets returned as Moved Left No Address. We try our darnedest to get mail to the right person at the right address, but without the recipients assistance we can only do so much. Note that this only applies to the USPS - in other nations your results may vary!

Previously only available via the "print on demand" vendors, I today located the following document which has some very interesting information concerning the state of British Naval Architecture at the close of the 18th century. I have not yet located Volume 2 in a downloadable format, but my quest continues. European Magazine. 1791. A Collection of Papers on Naval Architecture, Originally Communicated through the Channel of the European Magazine; in Which Publication the Further Communications on This Subject Will Be Continued. proprietors of the European Magazine. https://books.google.com/books?id=SZG_hYooNwcC.

Keep in mind that this was not paint as we know it (no barrels full of yellow paint or barrels of red), but rather pigments to make paint. Usually a dry pigment was shipped and mixed with the solvent/carrier and other pigments only when needed. It is unlikely that the modern approach (lay down a base layer then paint over that) was used as painting that big beastie was very time consuming and resource intensive.

This may help a little - shows how the mizzen mast on the Frigate Constitution is stepped.

In terms of how the mast is mounted to the hull, search for mast step and look at some if the examples. You may also want to search google books for Fincham (I think. Will get details ehen next at my computer) mast making. Now, as to your other question concerning not showing masts on a model. There are at least 2 reasons that I am aware of. First is aesthetics - some find the beauty of the hull more appealing when not cluttered with all the fiddly bits of sticks and strings. The second is size - adding the full rigging to a hull increases the size (and risk of damage, and dust collection ability) substantially. In the end it is what you, the builder, desire.

The time frame of interest is important as rigging nomenclature was far from standard until well into the mid-19th century. As to Chappelle, he did a remarkable job with the resources available to him - all paper based, no"searchable" databases and so forth, just card catalogs and maybe a hardcopy list of items. His biggest shortcoming, in my view, is poor documentation of sources for much of his work.