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trippwj
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Everything posted by trippwj
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This looks fantastic - love these fishing type vessels. Mind if I also follow along?- 219 replies
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- smack
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Wicked nice looking! The planking on mine has now taken about 4 years (including packing and moving to a new to us house about 3 years ago). I am envious of your success!
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Looking at Crothers, most of those with mast rake given in table 29.1 refer back to reports (contemporary) in the Boston Daily Atlas. Duncan MacLean, over a 7 year period, provided information on some 161 vessels. Mast rakes given in the table by Crothers (main mast, inches of rake in 12 inches) range from "nearly vertical" to 1 1/2" (or about a 7.1 degree rake for the Witch). Note thst there are several with that degree of rake.
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Larger versions of the Chapelle plans may be at the Smithsonian. The MacGregor plans may be available from this catalog: Https://www.ssgreatbritain.org/sites/default/files/kcfinder/files/david-macgregor-ship-plans-collection-july-2013.pdf
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The Boston Daily Atlas is, in general, a very good resource for reasonably accurate descriptions of vessels, taking into account that at least some of the narratives were as much braggadocio (by owner and builder) as factual. The owner may embellish in order to one-up competing owners (and, perhaps, for ego enhancement). The builder may embellish to gain more sales. Either way, newspaper accounts are pretty good references. Chapelle, regrettably, was very lax in his citation of sources used. Howe and Matthews (1986 Dover reprint) provide 4 pages on the ship, though no citations. Some highlights: 220x40x21 and 1498 tons (om) or 997 tons (foreign measurement). The mast rake varied - fore 1 1/4, main 1 1/2 and mizzen 1 3/4 inches to the foot. Also provides mast lengths and so forth. Probably, based on the syntax, from the news article. David MacGregor in The Tea Clippers offers an alternate lines plan and a photo of the model by McNarry. He also uses the 220 foot length (note that Lubbock went with 202 feet) in the text, although the plan uses 202 feet. While the notes on the plan are difficult to read, I could make out that it was based to some degree on that of Chapelle.
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Seawatch is a fairly small company, and usually quite responsive. The owner can frequentky be found on this forum as well.
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Here are a few items which may be of use to you: Brooks, F. W. 1927. “A French Eighteenth-Century Document On The Construction Of Galleys.” The Mariner’s Mirror 13 (3): 238–47. https://doi.org/10.1080/00253359.1927.10655426 Gardiner, Robert, and Richard W. Unger, eds. 1994. Cogs, Caravels, and Galleons: The Sailing Ship, 1000-1650. Conway’s History of the Ship. Annapolis, MD: Naval Institute Press. Gray, Randal. 1978. “SPINOLA’S GALLEYS IN THE NARROW SEAS, 1599–1603.” The Mariner’s Mirror 64 (1): 71–83. https://doi.org/10.1080/00253359.1978.10659067 Hoving, Ab J. 2014. 17th Century Dutch Merchant Ships: Text, Photos and Plans for the Ship Modeler. Florence, OR: SeaWatch Books. http://www.seawatchbooks.com/114003 Kirsch, Peter. 1990. The Galleon: The Great Ships of the Armada Era. Annapolis, Md.: Naval Institute Press. http://catalog.hathitrust.org/Record/002216432
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I will see what I have that may be of use to you. Are you interested in any particular nation?
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That is correct - the actual length of the spar. The angle from horizontal could be changed to a certain degree, which would change that horizontal measurement. The physical length of the spar, however, remained the same.
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The 1997 is available on Amazon for about $33 US
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The 2018 edition seems to be the one with issues - have you looked for the 1997 or 2000 editions?
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On this date: Dateline: June 30, 1818. Eastport, District of Maine in the Commonwealth of Massachusetts. The inhabitants of Moose Island and Eastport assembled under a bright sun and blue sky as General James Miller, representing the President, and Lt. Colonel Henry Sargent, representing the Governor of Massachusetts, met with Lt. R. Gibbon at Fort Sherbrooke. Following the reading of the official orders and exchange of remarks, the British flag was lowered and replaced, after 4 long years of British occupation (naval invasion on July 11, 1814 - fairly significant force assembled) with our own Stars and Stripes, the name of our fort restored to Fort Sullivan, and citizenship restored on the inhabitants (along with our freedom to once more conduct maritime commerce). Following the departure of the remai ing British force on naval ships, festivities and celebrations ensued. Join with us today as we celebrate the 200th anniversary of the restoration of Eastport to the United States. What a great way to start off the cekebration of Canada Day (July 1st) and our National Independence Day on July 4th. Hope to see you there! P.S. Your correspondent on the scene will once more assume the role of Town Crier for the occassion.
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I am well. Finally back in the shop here after many months off. Look for an update on the ECB soon (I hope).
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Welcome back, Max!
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Might I suggest that, when discussing ship design pre-1830, the contemporary record offers abundant discussion of the lack of appreciation of the role of science as opposed to trial and error in British (and American) ship design. The French and Swedish were more advanced in theoretical application. A modern Naval Architect would be applying modern scientific and mathematical knowledge to vessels where that knowledge was not available during design. Essentially, retroactive application to show WHY something worked (or didn't), but NOT proving why it was done. I would suggest a visit to what I have found to be a very readable and comprehensive discourse on the topic in "Ships and Science" by Larrie Ferreiro (and original sources, many available on the interwebz, listed therein).
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dimensions of US flag on USF Constitution
trippwj replied to silverfoxes's topic in Nautical/Naval History
I will see what may be in some of the pursers records, but that may take some time. A quicker tactic would be to peruse contemporary paintings and see how large the ensign is (compare several to allow for artistic exageration). -
Very nice work. I enjoyed building the HL, though mine is not even close to your beauty.
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- harriet lane
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As concerns your #2 above, one would expect that any USN ship would have reported the contact, although it may have been later to avoid letting the Bismark know she had been spotted. If nothing else, it should have been in the ship's log and cruise reports, thence in the naval records. I doubt that after some 80 years that type of information would still be classified, so a committed researcher should be able to prove/disprove by reviewing records/logs etc. from that time frame.
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Which ship and year?
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While a bit dated now, you can not go wrong with Longridge.
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raising and lowering an anchor on a sloop
trippwj replied to timboat's topic in Nautical/Naval History
According to Steel, a sloop of 200 tons burthen would have 3 anchors of 15 cwt each and one kedge anchor of 3 cwt. He also offers detail on the vsrious cables, hawsers etc. for each rate. -
raising and lowering an anchor on a sloop
trippwj replied to timboat's topic in Nautical/Naval History
Well, to start the basic premise is only partially correct. A "Sloop of War" is just an unrated vessel with guns but not enough to be a 6th rate. Rig could be anything (brig, snow, ship etc.). Looking briefly at a few vessels rated as sloops I see capstans and, on at least 1, what appears to be an anchor windlass. If, on the other hand, there is no capstan or windlass, I suspect that the anchor is raised in the same way as cargo - using the yards as the attach point for block and tackle arrangements. -
What constitutes “Fighting Sails”?
trippwj replied to GrandpaPhil's topic in Masting, rigging and sails
While there would be some commonality to what was used, there was also flexibility - each Captain and sailing master had preferences based on individual ship performance and, more important, tactical environment (meteorological and engagement type). Mark is quite correct that the largest sails were generalky not used, as they were for stronger winds and cruising, not manuevering. In general terms, one or two topsails may have been set, along with a couple of staysails and, depending on wind conditions, the driver (spanker). Take a look at the many period paintings available to get a feel for the various arrangements. -
When a lashing is applied correctly, there is no need for pins or notches. Lashing techniques were developed specifically to connect dissimilar items in various configurations as an expedient repair or build. I suspect that one reason that rigid ratlines were less commonly used relates to the loss of "flexibility" and adjustability for the shrouds. With rope ratlines, they flex with the shroud and allow shroud adjustment without necessitating re-lashing each ratline. A rigid ratline would apply additional twisting stress to the remsining shrouds were one adjusted. When considering the use in the whaling fleet, is it perhaps because of the smaller crew (need to get up and down a mast quickliy to also serve the other mast or lines on deck) and/or use as work platforms when processing whales? Two final considerations. First, use of wood vs rope ratlines brings with it increased weight in the upoerworks, impacting stability in a detrimental manner. Second, and then I will shut up, applies prinsipally to war ships. Rigid ratlines would be more vulnerable to damage, potentially affecting the shrouds, but also impacting the ability of the crew to serve the mast. Also, more shrapnel. Of course, I have no documentation, just a combination of 50 years is Scouting (knowledge of lashing) and an interest in traditional approaches to ship stability.
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Indeed, as a border resident and having some personal knowledge of the postal system (i.e., I work for the USPS), there can be a lengthy delay, particularly with the Canadian postal service (amazing how many Canadian residents will rent a US Post Office Box because it is quicker and cheaper than delivery across the border - even with the drive and customs each way). Also, though not likely a major issue, is the customs clearance inbound (not generally a big delay unless the value, size or description raises a red flag). Keep in mind that mail doesn't move office to office, but rather post office to processing plant to international departure plant to international arrival plant to processing plant (maybe more than one) to destination post office.
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