Keith Black
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Everything posted by Keith Black
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Back to Craig's post yesterday regarding the width of the bridge. Believe me, I'm not trying to belabor the point, honest. Craig, if the deck width is two feet, how many inches are the stanchions inset from the deck edge? Three inches from deck edge to the stanchion's outside edge? Stanchion width, two inches? If those numbers are close that would leave approximately fourteen inches of free walking space along the bridge. Having worked aboard a fishing vessel in Alaska, we encountered rough weather on several occasions . From my experience in heavy seas the last thing I wanted to be was near vertical. I wanted to able to brace myself and felt the most secure with my body being at 45 degrees allowing my legs to brace against wind and waves. And that's with also having something to hang onto. I measured the bridge on the Tennessee, I allowed four feet for deck width. Inside stanchion edge to stanchion edge is thirty inches total of clear walking space. I list these measurements as a reference only. It's hard to go against a ship's drawing, I'm merely trying to introduce a bit of logic into the matter. -
To both Keiths, I love the historical details that both of you are researching and incorporating into your builds. It's much more meaningful and interesting to me as an observer than simply watching part A being connected to part B. Thank you.
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It may have gone into the furnace to make steam if the Captain thought it was no longer needed.
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Victor, welcome to MSW. Glad to have you aboard.
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Craig, two feet in calm water vs pitching seas might not be enough to brace oneself properly?
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Oh, the bridge was necessary no doubt, with the exception of the outer edges I'm not sure that its main function was that of a relay point. Information received from lookouts by the Master and then that information relayed to the Captain, helmsmen, and engine room. Moving ice is like a chainsaw. In Alaska, every spring piling along the dock faces would need replacing due to being sawed in half.
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I watched a herd of stupid cows get their tails up and run through the best wire fence a guy can build and it wasn't just one fence, it was several. I think pipe is the only thing that will work for sure to keep em in. Electric won't work either if they get their minds set.
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I would think any leads could have been spotted by lookouts in the tops.
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Keith C, I agree with the three foot width but not sure that the ends should go much beyond the channels. That way there's no interference with the davits.
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Hello and thanks for allowing my membership
Keith Black replied to Chestcutter's topic in New member Introductions
CC, welcome to MSW. Glad to have you aboard. -
Super neat detail on the the Longhorn family, Glen. Are you actively trying to increase your herd size? The cows I've know didn't respect fences, are yours any different?
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The helmsmen required one and if there was one on the bridge would account for the two. I think all ships carried at least two in case one failed. The Tennessee had at three that I know of and there could have been more. By the time the Tennessee and others in her class were launched the amount of iron had increased significantly causing compass deviations and woes. It must have been a case if two agreed then that was the assumed correct heading.
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Thank you, Graig. Both images seem to show a bridge and figure standing on the bridge.
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For a total of at least two, correct?
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Keith C, I'm of the opinion that once the Terror was fitted with steam engines the ice/flying bridge would have been permanent. On the Tennessee there was a engine telegraph where the engineer on the flying bridge could instantly relay instructions to the engine room. With sail alone, a keel and rudder was it. Once fitted with steam they had a prop, prop shaft and stuffing box to worry about none of which took kindly to being bounced about and would have required dry docking to be repaired had any been damaged. . I bet the "Ice Master" had a crew of at least four (one starboard, one port, one forward and one on the main top) all relaying information to him and he in turn relaying information to the helmsman at all times and also to the engine when under steam.
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Keith S, okay, you dismantle it. Then what? Where would they have stored the stanchions, the iron runners/joist in which the deck planking was fitted, and the stairways. IMHO, when a ship's wheel is below the cap rail or so far astern making visibility almost impossible for the helmsmen, a flying bridge is almost imperative in the case of ships fitted with steam engines. Course corrections, engine speed, and engine forward, reverse and stop needed to be made much quicker than a ship under sail alone and couldn't have been preformed without a clear field of view whether in icy waters or clear.
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Keith, you kept referring to a "ice bridge" and I wasn't sure but I thought you might mean a "flying bridge". A lot of ships carried flying bridges including the Tennessee and they were permanent structures. Why do you think they would assemble/dismantle at certain points in the voyage?
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Valeriy, magnificent work as always. Question, I know there's a reason but why are there three portals on the starboard side and only two on the port side? TYIA.
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Wieslaw, welcome to MSW. Glad to have you aboard.
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Ah, the joys of fuzzy teenagers. Simon, enjoy their kittenness while you can and post some photos of the little buggers.
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Sorry, Bob. And if Bob isn't right I'm gonna go ahead and schedule that lobotomy my wife and doctor have been pushing.
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TJ, welcome to MSW. Glad to have you aboard.
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