AnobiumPunctatum

Excuse me, I was rude. my name is gabriel. vasile gabriel , and i am from romania. I use methods that do not differ greatly from what you know.I draw inspiration from the work of Narin majgeldinov, aka woodeater.(whom I thank).I just have a good view.do not use a magnifying glass or glasses, but a head lamp, very strong. for the hull i worked a block of pear wood , composed of slices of 1 mm thickness, and glued together with newsprint.

Thank you for your attention.

Dear colleagues, although a member of this forum for some time, this is the first post.
I started building model while hms leopard 1790 1/300 scale. i use drawing from the book of rif winfield.
here are some pictures of the model .
 

this is the model today.

 

I like the method of filling the space between the bulkheads. It gives you a very strong "framework".

I like the method of filling the space between the bulkheads. It gives you a very strong "framework".

Thanks, everyone.  I appreciate the comments and "likes"
 
To answer your question, Greg, the 1:96 POB model has not reached the state of the framed model.  The picture below was taken a few days ago.  You are correct.  At a point after completion of the framing and deck structural work, the two models converged so virtually the same methods may be used on both to complete them.  You will note in the picture that bottom planking on the POB version has begun.  There is no bottom planking on the framed version.
 
The POB model was built from the beginning using similar methods to the framed model - such as upright construction, similar frame alignment  methods - but from different drawings.
 

 
Ed

Really wonderful

Thanks George and Greg .
 
Topgallant Yard Parrels
 
The topgallant yard parrels are smaller versions of the topsail yard ones. MUCH smaller. Here are some of the pieces with a topgallant yard truck and rib for comparison :
 

 
The parrel attached to the fore yard ready for crossing the yard :
 

 

 
The topgallant yard lift is seized around the end of the yard rather than to the upper block. There is no lower block. The halyard belays to the aftmost cleat on the topsail shrouds :
 

 
 Danny

Initial planking is finally complete. I had forgot how difficult it was (the Triton cross section was to easy going as a planking exercise). If I had to mark my efforts I would probably say a 'C' so I have loads of room for improvement as a plus it was better than my last kit endeavors though. I did find it easier when I started gluing to two-three bulkheads at a time as with the earlier efforts I glued the lot and used clamps to hold it down. This was less successful than the other method..
 
I also tried to use a pencil to line the planks but this rapidly mixed with the glue to make an unusual patina..
 

 
Soon cleared up after an initial sand
 

 
So the next job is to finish sanding it smooth...

It's kind of funny writing a paper model build log. It's all about cutting some paper, gluing paper and painting parts. And then in the next step, cut paper, glue paper, paint parts. But then it gets difficult: cut paper more carefully, glue paper very carefully, and with a very steady hand, paint parts.
 
Okay, there's more to it than that, but not much to report except basic progress.
 
 

 
I assembled and added what Anatomy of the Ship calls the jeer bits. I couldn't quite gather what the instruction sheet was trying to indicate regarding the windlass handles. The kit includes tiny paper pieces that I would never be able to make use of, so I just used some 26 gauge black annealed steel wire.
 
 

 
I also assembled the bowsprit bitts. Somehow the space between the bitts came out the right size to fit the heel of the bowsprit. That, I made from birch dowel. I wanted a square-stock piece, but all I had were dowels. Since the bowsprit was to be 3/16" diameter, I had to work backwards and do a bit of math in order to determine the width of dowel I'd need to start with since the diameter had to equal the widest cross-section of the square heel of the bowsprit.
 
 

 
Here's another view of the bowsprit bitts and main windlass. Both are actually only temporarily in place, not glued. For all the bitts, I've embedded straight pins into them for strength.
 
 

 
Here's a view of the mast with mast hoops. I used a small piece of blue painter's tape to keep from losing the hoops. 

Hello friends,
 
construction end of the model.
Originally, the model was planed with a complete main mast
and complete rigging.
Massive objections and pressure through my admiralty and government
with regard to the enormous size of the display case required an
amendment to the plan.
 
Karl 
 
 
T e i l  59    /   Ende

After almost three days work the hull fairing is completed. The temporary battens run smoothly with no dips or rises and fall nicely into the stempost. Viewed from above they appear to have a symmetrical run from bow to stern.
 

 

 

Slowly but surely work continues.  Sawing through perfectly good frames isn't my cup of tea, but so far so good.
 

Waterway, spirketting, plank sheer and scupper
 
Thank you Nils and Bob as always. Welcome Jim on my build log.
To Nils; I drilled smaller holes and chiseled them to square hole.
 
Next will be adding rough tree rail on the top timber ends. For the color contrast, I'll make it by ebony strake.
 
Cheers, Lee

Progress on bulwark area.
 
Hi! David, Nils, Clare and Rao. Many thanks for your compliments.
 
To start upper deck planking of port side, waterway was attached. Plank sheer rails were also tried. Making small square holes for the top timber passage through the rail was somewhat tricky.
 
Cheers, Lee

...

LASER CUTTING TERROR’S BULKHEADS
 
I have arrived at the stage of my build where I am assembling the bulkheads that will give shape to the ship’s hull. I have already created bulkheads for this model using the traditional method – gluing the plans to plywood and cutting them out using a scroll saw. 
 

The old bulkheads - cut using a scroll saw (prior to sanding). 
 
However, I recently decided to change the way I will construct the bow of the model. I had originally modified the forward stations to account for the extra bolsters and planking at the bow, but I've recently decided to try to build these fittings (as a means to determine how Rice actually reinforced Terror against the ice). This necessitated rebuilding the two most forward station bulkheads. 
 
And this gave me an excuse for a whole new mini-project.
 
Following a current trend, my local public library recently opened a prototyping studio, which includes design software, 3D printers, and an Epilogue Mini 24 Laser Cutter. The library allows you to book the equipment for several hours each month - for free. I've wanted to experiment with a laser cutter for some time, and since I needed to make new bulkheads anyway, I decided to recut all of them. My hope was that it would result in a more accurate build.
 

The Epilogue Mini 24 Laser Cutter. The bed capacity is 12" x 24". 
 
The cutter works very much like a traditional printer and will engrave (raster) or cut (vector) based on the thickness of the lines shown in the image file (I used high resolution PDFs for this). My first attempt, using factory recommended settings, was somewhat of a disaster, resulting in charred and smoldering wood and unusable pieces (plywood is notoriously difficult to cut because of its inconsistent composition).
 

My first disastrous attempt. Note the burned and charred edges.
 
For my second attempt, I conducted some tests and determined the proper power settings needed to cut 5mm plywood with the thinnest, most accurate, cuts and a minimum of charring and burning [1].
 

As a test, I cut a series of discs with different power settings. 
 

The appearance of the cut edge with the proper settings (no charring). 
 

I engraved the station markings on each bulkhead.  The machine automatically engraves before cutting.
 

The bulkheads being cut. 
 

You can tell the cut was successful if the part drops away from the sheet.
 

A finished sheet. 
 

Each bulkhead fits into slots on the false keel. 
 

The bulkheads slide snugly into place.
 

Test assembly proceeds. This is just a dry -fit. 
 

The bulkheads dry-fitted in place. They need to be properly aligned, but I'm
happy with the run already. Mini-Crozier allows us to visualize how large
Terror actually was (quite small for a Royal Navy vessel).
 

A view from the bow.
 

This view shows the run of the ice channels very nicely.
 

A top-side view from the stern. The bulkheads are just dry-fitted
here and will need to be aligned properly before gluing. 
 
I am very pleased with my experience using the laser cutter. The bulkheads are much more accurate than I could have produced by hand, and the process took about a tenth of the time normally required to cut and sand these parts. I will certainly be using it again when I need to cut more complex shapes and components for my build. 
 
Footnotes:
[1] For those interested, low speed, power, and PPI settings are a must, and the recommended wood settings for the Epilogue Laser will not work on plywood. Your goal should be a setting that will just barely cut completely through the wood, as this results in the thinnest cuts and edges that are browned, but not charred. My settings for good quality 5mm birch plywood were: Speed = 10, Power = 38, and PPI(Frequency) = 150.

ASSEMBLING TERROR’S STERN
(Or, finally some sawdust!!!)
 
I haven't posted an update regarding my model in several months. While I've kept busy with side projects, the real reason for my delay is that I had reached an impasse with Terror’s stern.
 
As I've discussed in previous posts, the sterns of Franklin’s ships were modified in 1845 to accommodate a new auxiliary screw propulsion system – to be used as a time saving device “providing the wind should prove contrary or a dead calm”. There are two sources of data on these modifications: Oliver Lang’s original design plan, and its counterpart, a contemporary model of the design. I had purchased full resolution copies of the plan many months ago, but unfortunately Lang did not include a cross section in his draught. That information could only be gleaned from the contemporary model held at the National Maritime Museum’s storage facility in Chatham.   
 

The contemporary model of Oliver Lang's 1845 design. 
National Maritime Museum, Greenwich, London (SLR2253 [L2251-001]). 
Used under Creative Commons Attribution-Non-Commercial-ShareAlike (CC BY-NC-SA) license
 
 
Fortunately, I recently had an opportunity to visit the Chatham model ship facility. Assisted by the expert curators, I was able to study the stern model in detail. It is quite unique, being constructed using a series of carved blocks arranged to conform to the position of major structural and engineering elements of Lang’s design.  The information I gathered has allowed me to complete my construction of the stern;  below, I’ll reveal the new information I've learned from the contemporary model, while documenting my final assembly of Terror’s stern:
 
1) The propeller well used to raise and lower the screw was rectangular, almost square-sided, with the sternpost and rudderpost forming the fore and aft sides of the well, respectively. To accomplish this, thick timbers were bolted to the sides of the rudderpost and sternpost. The rudderpost bolsters were much more complex than I originally assumed and were each constructed of at least two pieces, with the lower portions tapering gently to the width of the rudderpost, following the lines of the body plan (see here for my original conceptualization of the design).
 

The stern pieces prior to assembly. The bolster on the left is the old design I intended to use,
which was incorrect.
 

The overkill method I used to glue the bolsters to the stern and rudderposts.
Thankfully this was just a dry-run (note the older bolster design). 
 

The  new bolster timbers glued on the rudderpost. Note the groove for the "Lihou" rudder on the
rudderpost. I may need to sand the bolsters somewhat to match the run of the planking as they
may be slightly oversized - but no by much. 
 

Another angle showing the bolster timbers on the sternpost.
The NMM model shows that the bolsters on the rudderpost are
longer than those on the sternpost. 
 
2) The rudderpost and sternpost were each tenoned into the keel extension, as was typical, but each was secured with a single bolt, which was not indicated on Lang’s plan.  
 

Marking the precise position of the tenon bolts.
 

The bolts were simulated with 20 gauge copper wire, precisely the
same as that used on the keel scarphs. 
 
3) The propeller well was framed on the port and starboard sides in three distinct sections. The upper section included stout rectangular framing fayed to the deck beams, which formed a ledge for a scuttle on the upper deck. Below this, the well was probably enclosed by watertight planking down to the height of the stern timbers. Because of the construction of the contemporary NMM model, such planking was not shown, but it is unlikely that solid timber pieces would have been used, as these aren’t shown in contemporary models.
 

The heavy framing used to form the top of the propeller well.
The upper part of these timbers formed a lip for a scuttle to the well. 
 

Planking on the upper section of the well. I've estimated a width of 12 inches.
The actual width is unknown. Note that this section of the model will be covered
so I haven't simulated bolts or spikes here. 
 

A view of the topside of the well. The upper pieces of the sternpost
and rudderpost bolsters will be trimmed at a later stage of the build,
but are useful for alignment at this stage. 
 
4) A new section, clearly visible in the well of the model, started at the position of the stern timbers. This suggests the stern timbers were bolted to the sides of the rudderpost and sternposts to provide major structural support to the new rudderpost and well. This makes good sense, and Lang’s 1845 stern plan clearly shows the stern timbers as a major element of the design. In fact, these new timbers are substantially more robust than Terror’s original stern timbers, suggesting they were an integral part of the strength of the new structure. Again, this type of structure is supported by contemporary models.
 

The bottom portion of the framing planks were trimmed to match the run
of the stern timbers. Note the rabbet on the rudderpost on the right. 
 
5) The lower section of the propeller well was composed of the second layer of hull planking where it ran aft, horizontally.  Eventually, the run of the higher planks would have veered away from the straight-sided wall of the well. At this point, straight horizontal planking would have been used to frame the sides of the well. The position where this occurs is marked by a block seam on the contemporary NMM model.
 
Unfortunately, Lang’s contemporary  model does not include any of the ironwork used to strengthen the stern, nor does it include the propeller rail/track mechanism. I've based these portions of the model on Lang’s plans and extensive research on other contemporary models and designs. This research is outlined in several blog posts (and here, here, and here).
 

Oliver Lag's stern design. Note the extensive ironwork and the propeller systems.
National Maritime Museum, Greenwich, London (ZAZ5683 [J1529]).
Used under Creative Commons Attribution-Non-Commercial-ShareAlike (CC BY-NC-SA) license.
 

The iron staple knee glued in place. The knee provided essential support for the rudderpost. 
 

Mini-Crozier inspects the staple knee in dry dock. 
 

Lang used iron strapping to further reinforce the stern structure. Here they are made from
chemically blackened copper. 
 

Each strap was glued in place and then the bolt holes were drilled out by hand. 
 

Bolts glued in place. These were simulated using blackened brass. 
 

Another view of the completed iron work.
 

Mini-Crozier frets over the modifications. 
 

The staple knee was protected by a fitted  chock bolted to the keel section.
I carved this using a simple chisel blade. 
 

The finished chock compared to the plans. 
 

Image showing how the chock fits over the knee. Unfortunately it had to
be glued in place to permit the propeller rails/tracks to be installed.
At least I know the knee is there. 
 

The chock glued in place.
 

The propeller was raised and lowered using rails or "tracks". These have been
modified slightly from my original versions based on new data. Copper bolts
were simulated using wire. 
 

The rails glued in final position. Note  the  rabbet on the rudderpost 
for the second layer of hull planking. The rabbet will be modified  to 
accommodate the precise run of planking when it is installed. 
 

View of the rails installed on the sternpost.
 

View of the rails installed on the rudderpost.
 

Another view. 
 

Wooden bolt plugs added to the chock. The bolts were "counterbored and plugged".
 

The staple knee was bolted to the rudderpost; these bolts were also counterbored
and plugged. I'm not entirely happy with the contrast here and may redo them at a later date.
 

The completed stern assembly.
 

Lowering the screw propeller in place (it raise and lowers - and the propeller spins). 
 

The propeller in position. Unfortunately the angle of the photo makes it
look slightly crooked, but it is not - is spins freely, with very small
tolerances as shown on Lang's original plans. 
 

A view from the stern.
 

Another angle showing how the propeller was seated.  
 

Looking down the well from the position of the upper deck .
 

Mini-Crozier contemplates how the stern will fare in the ice.
 
How successful was Lang’s stern at protecting the ship from the pack ice? Parks Canada divers are assessing that currently, and with luck they’ll find the answers soon. We know from historical sources that the Admiralty was concerned about the strength of the design, and that while Lang believed the “sternposts” (sternposts and rudderposts) were as strong as those on other ships, he would not certify that the strength of the filling chocks was sufficient to protect the Erebus and Terror [4].
 
No matter how vulnerable it made the ship, we can suspect that Lang’s radical redesign also altered the sailing qualities of Terror. Contemporary sailing reports indicate that Vesuvius class bomb vessels were rather lumbering and could not carry sail well, and Ross reported that Terror was constantly falling behind Erebus during his Antarctic voyage, delaying and endangering the expedition.
 
Recently, Regina Koellner, assisted by William Battersby, transcribed a letter from Francis Crozier to his friend John Henderson, written shortly after the ships arrived at Whalefish Islands in Greenland. In the letter, Crozier provides a brief report of Terror’s sailing qualities: "Our steering is decidedly improved by the alterations on the counter we now sail much more evenly with Erebus which is advantageous to us in many ways." I suspect that the effective lengthening of the keel to accommodate the propeller allowed Terror to sail closer to the wind, finally permitting her to keep up with the more nimble Erebus. It seems the final conversion of Terror to screw propulsion made her a more capable vessel under sail, an irony certainly not lost on Crozier.
 
 
 
 

Trimming the top timbers and adding gunport sill, upperwork side planking on both side of hull.
 
Cheers, Lee

Young America - extreme clipper 1853
Part 118 – Chain Pipes/Catheads/Topgallant Rail
 
Not a great deal of progress to report – just trying to get the model to the scope of volume I of the book.  The first picture shows the second chain pipe being inserted.  These reach down to the hold where the chain was stored.  From these openings the chain was run forward around the winch to the hawse holes.
 

 
In the next picture blanks for the catheads have been fitted.  The fancy rail is cut out where these pass through.  They will bolt through carlings on the inboard ends and into the framing at the side.
 

 
While sheaves were being cut into the catheads the pieces of the forecastle topgallant rail were cut, boiled and put into the fixture shown below to dry.
 

 
The rail will consist of a central bulwark plank with strips attached to the top on either side to simulate a thin top rail – much easier that to bend the 2” rail on its edge.  Sanding and painting make it look like a single rail – much like the multi-part rails along the sides.  In the next picture the rail has been assembled -  including short stanchions on the inside – and is being glued to the fancy rail.
 

 
Paint was scaped from the fancy rail for this.  The topgallant rail was then bolted through the pinholes, finish sanded and painted – as shown in the last picture.
 

 
This picture also shows the finished catheads installed – with their American plaque emblems painted on the ends.
 
Ed

Young America - extreme clipper 1853
Part 117 – Poop Deck/Fancy Rail
 
In the first picture, the aft section of the margin plank is pinned in place against the tops of the stern timbers.
 

 
This piece has a hook scarph on each end.  The rudder post will be cut off later.  This picture also shows the framing of the boomkins and aft mooring bits.  In the next picture the next section of margin plank is being fitted to the hook scarph on the aft section and around the mooring bits.
 

 
In the next picture the poop margin planks have been fitted forward to the breast beam and the aft sections of fancy rail are pinned in place.
 

 
The fancy rail forms a cap over the stern timbers, deck margin plank and the top strakes of planking around the stern.  The coamings for the two skylights are pinned in place for fitting the head ledges.  In the next picture, the poop deck has been planked – leaving open areas to view the cabins underneath – and the skylight coamings are in place.
 

 
The fancy rail has again been pinned in place.  To keep water out of the cabin deck this had to be caulked inside and out.  To have sufficient overlap of the poop margin plank, it was made 15" wide – as on the forecastle.  I stepped these rails down to 12" along the main deck.
 
The next picture shows the painted parts of the fancy rail being installed.
 

 
The step down in breadth on the forward piece can just be seen at the break of the poop in this picture.  I spent quite a bit of time deciding how to handle this fancy rail width issue.  Most midship sections show a narrow rail – about 12" – but I finally decided this would not provide sufficient overlap of the poop and forecastle margin planks.  So, another one of those judgment decisions.
 
The next picture shows the fancy rail fully installed aft of midship. 
 

 
After painting, the sections were glued and pinned.  As the pins were removed, copper wired epoxied bolts were installed down into each toptimber to reinforce the attachment.  The bolts were filed off and the top of the rail received more finish painting.  And the next picture shows it at the bow. 
 

 
The last picture shows the model with the completed fancy rail. 
 

 
I have been looking forward for a long time to the capping off of those toptimbers.
 
Ed

William L. Crothers
I am very sorry to report that Bill Crothers passed away on Friday, May 1.  He was in his 103rd year.  Bill’s research and writings on American clippers and packets, in particular his intensive exploration of the structures of these ships, place him at the forefront of contributors to our knowledge of these subjects.  I am personally indebted to him, for without his work there would be no framed Young America model, nor perhaps more excellent examples to follow.  It was my special privilege to have briefly known Bill and to have his valuable comments on my work.  I will always value the interest he showed in the model, no less than the writings that made it possible.
 
Ed

Hello friends,
 
my next project in the planning:
 
The  74  GUN-SHIP
 
" L E   C E N T A U R E 1783 "
 
after the plan drawwings of:
 
 
Jean Boudriot, publishing company ANCRE, France.
Timbering Plans of
Jean C. Lemineur
as well as numerous photos and pictures of the construction of his 74 GUN -SHIP
Gaetan Bordeleau, Canada
I here with once again warmly thanks.
 
The construction of the rear section is planned as a cross section model with complete inside removal.
 
Scale :   1 : 48
 
NEW :    1 : 36
 
Type of wood : Deutsche Elsbeere
 
Karl

 
Hi friends.
Link: all photos during the construction phase:
 
https://cloud.web.de/ngcloud/external?locale=de&guestToken=22n438epR2m22PUrLw7l4A&loginName=karl.weinmann#/_

Hi friends,
 
Completion of the main mast
 
with shrouds and ratlines.
 
Karl   
 
 
 
T e i l   5 8

Glad to be of help Tony .
 
Topsail Yard Lifts
 
As with the lower yard lifts these are used to square the yard. They attach a little differently to the lower ones.
 

 
A Span fitted with a thimble at each end is clove-hitched around the topmast cap :
 

 
The thimbles at the ends of the span are lashed to thimbles in the standing ends of the lifts :
 

 
Then the lifts go through the lift blocks on the ends of the yard, up through the lower sheaves of the sister blocks lashed to the shrouds, and belay to the aftmost cleats on the lower part of the shrouds :
 

 

 

 
 Danny