dnputnam

Thanks Bob, Antony and Jeronimo for following my build.
 
Here is another small update.
 
Regards, Alexandru

Bob, 
 
Here are the pictures as promissed.
In second picture are the tries in order from left to right. First one without free end support is scrap, the other two are ok.  Last picture is final product with the hole for the rope drilled. The more I do the better results I have and I am quite happy with them. Takes me about 5 minutes to turn one as I have to drill a centre hole for the live centre then change tool a couple of times, take it out and cut it from the longer stock then turn the other end (picture 4).
 
Alexandru

Thanks for the comments on the jigs Remco, Mark, dragzz, Doris, John and Pat. I'd toyed with the idea of using the Mill, but after cutting the first swivel mount in a couple of minutes I figured the jig would work quicker .
 
I've now temporarily glued all the Port side mounts in place and sanded the Sheer into them. Now I'll fit the Starboard ones and sand them horizontally athwartships.
 

 

 
  Danny

Several hours later I've made all the swivel gun mounts to this stage. Next comes some rather tricky ironwork.
 

 
  Danny

And thank you shihawk, Geoff, Christian, Rafael, Spyglass and John .
 
Swivel Gun Mounts
 
There are six Swivel Gun Mounts on the Forecastle and ten on the Quarterdeck. They are octagon shaped on the upper portion, and square on the lower. I used a jig with a "V" cut into it to sand the octagon shapes in :
 

 
A small decorative shoulder was cut into the transitions using an Xacto blade :
 

 
The bottom is quarter-rounded. I used the Byrnes Disc Sander for this :
 

 
The forecastle mounts are all the same length, so I've made all six. The quarterdeck ones are of varying lengths, so I'll make up two at a time.
 

 

 
At this stage I have left the tops of the mounts a little bit long, as they will need to be trimmed to follow the Sheer line longitudinally and are horizontal athwartships.
 
  Danny

Young America - extreme clipper 1853
Part 46 –Inboard structural members continued
 
Work on the starboard side, inside of the hull, continued.  The iron strapping on that side is complete, except for a bit of repair work.  The first picture shows the use of an Incra rule taped to the paper cutter to assist in cutting the straps to accurate widths.
 

 
The sheet is first squared up on the cutter and then advanced 1/16” after each cut.  The indexing holes on the rule could be used, but I found this unnecessary and rely on my eye.
 
Below is a picture of strips after slitting on the cutter.
 

 
Fortunately, these straighten out easily and quickly when held in a vise and pulled with pliers.  After that they are blackened with LOS before installing.  They are held in place with copper “riveted bolts” made from 22-gauge copper wire.  These are more like nails, being pushed into a tight hole, then clipped off, then peened over with a small hammer – as shown below.
 

 
Once the strapping was finished, the deck clamps on this side could be installed back to the stern.  The next picture shows a scarph joint being marked on the next piece. 
 
 

 
Initially I fitted the next of these joints on the bench, but identifying them and keeping track became more trouble than doing it in situ – with equivalent results.
 
The next picture shows the right angle Dremel drill boring holes for the through bolts.
 

 
I don’t use this tool much.  It is large and has a good kick when starting, but it is indispensable for drilling “normal” bolt holes down in the hull.  I use it with a Foredom foot pedal speed control, plus the speed contol on the tool to keep the speeds low and to avoid it jumping out of the center-mark.
 

 
The 22-gauge copper wire used for the bolts is a sliding fit in the holes.  An end is dipped in epoxy and pushed through the holes.  The outside is then touched with epoxy and the wire pulled back in.  These bolts are never coming out.  They will be sanded off flush and those that are visible will be blackened later.  Many on this side will be covered with planking.
 
Fastening the deck clamps is pretty easy work, but the 8 x 8 ceiling members at the turn of the bilge are another matter.  The curve of the hull where they are placed can be seen in the next picture.
 

 
These require some serious clamping and long waits for the glue to set.  I usually bolt them in place with the epoxy wherever possible before removing the clamps.
 
I am being extra cautious – as well as authentic – in the bolting through every frame because of the copper plates between the frames and the inboard members.  I don’t trust the glue alone on these joints.  The hull is now becoming extremely rigid.
 
The last picture shows a strake of bilge ceiling being attached toward the stern – intersecting with the lower deck clamp.
 

 
This picture also shows the strapping toward the stern.  Not too much of it is damaged.  I straighten our any problems as each wood member is added.  Most of the strapping on this side will only be visible from outside the hull – through the frames.
 
And so it goes…
 
 Ed

Scetches part 2
 
 
 

 

 

 

 

 

 

 

 

 

 

 

 
 
Build log part 33 to follow....
 
 
Nils

I have gathered some of my build accompaning handscetches for those of you who would like to see some of the thoughts brought down to paper, not necessarily Showing the last executed Version but Trial scetches, etc....
Sorry if the Quality of the pencil scetches is not the best, but here the Pixel size for posting is limited to 1200 x 1600, it would`nt work otherwise
Trust the Content is self explaining
 
Scetches part 1
 
 

 

 

 

 

 

 

 

 

 

 
 
12 more scetches to follow
 
Nils

Build log part 32
 
 
 
 

with every new Progress in rigging it has to be considered carefuly, if there still will be enough Access to the running rigging, the sails operational ropes, the belaying Pins, for the soldering iron for wire Connection Points, etc..., especially the belaying Points around the mastfoot racks are critical
 

many of the masts and Yards Tacklings are pre-belayed to the decklevel pinracks and sheaved through blocks mast spaces, Yard tackles an then with Surplus rope-end rolled on to a smáll Piece of Wood, until the sails are ready to be fitted, the rigging seem never to end...
 

unmistakeable... a P-Liner in Laeisz colours
 

the Yards racks allow spheric move in relation to the mast
 

boat cradles not mounted yet
 

the bracing tackles go from the Jarviswinches to blocks at the mast then down to bulwark Level and from there to each the 3 lower mainyards of the three mainmasts, (shall Show this Tackling in scetch later on)
 

preparing the boats (acc. to coloured historic photos of the wrecked boats)
 

portside looking foreward, the aft Davit for the larger boat is situated on the poopdeck
 

the front smaller boat (welldeck boat stations has to be pushed backwards under the larger boats Davits, when bringing out
 

the foreward boats, inwards behind the backstays, (since 1951 changes) have to be pushed back under the free space where the Davits are. The skid-cradles shall conform to the actual ones, still to be fitted
 
 
 
 
Build log part 33 to follow....
 
Nils

Build log part 33
 
 
 
 

the Forward boats......
 

.....shall be mounted on a skid-cradle, the Piece of cardboard underneath will be removed, its just to fix the parts on temporary
 

this is functional
 

set of davits
 

skid-cradle parts
 

racks for the various capstans
 

 
 

view from forecastle to midship
 

Navigation- and chartroom and wheelhouse
 

main doublewheel steering stand on highdeck (here without removeable wheelhouse)
 
 
 
 
Build log part 34 to follow.....
 
Nils

Hi,
 
here is a dry test for checking how it look and fit. I think to show the doors half open, as seen in second image.
 

 

 
next to do are handles and hinges.
 
Alex

Build log part 31
 
 
 

using ordinary string to simulate the shroud wires best fit and spaces (get even spacing for neat ratlines)
 

here gaff sail booms of the mizzen mast
 

put ratlines to the 2nd Level shrouds, I am getting a bit worried about if there would remain enough space to fit the running rigging, and to sheave to the deck blocks well, next to having Access to all the pin belaying in this scale 1:96 ...
 

the chains go through the mast (integrated rollers)one end connected to the vertical hoistable Yards, the other end connected to the appropriate tackles and the wormgear winches
 

the backstay wires go through the gallant platforms guide holes
 

the Forward boats go behind the backstays, the skids and cradles still to be mounted on the supports
 

although the welldecks hardly have spare spaces, there remains still sufficient room for the Crew at work
 

the Tackling for the third mast bracing rig goes to the poopdeck pinrack via this bumpkin and its blocks
 

These catwalks provide Swift Crew-transfer from poop to forecastle, due to waist-high railing even in rough weather an espcially with overcoming seas on deck
 
 

the masts stays are anchored at deck bothsides of the appropriate mast in front
 
 
 
Build log part 32 to follow....
 
Nils

Build log part 30
 
 
 
 

ongoing rigging operations
 

wire chord stays and backstays
 

beginning Tackling for bracing (including the Jarvis winches)
 

in backgroung some of the backstay spanners to be seen
 

spanners for shrouds laying ready to be tackled
 

 
 

the bracing winch for the third mainmast is on the poopdeck, note, the vents have been moved aside slightly
 

stays and backstays already under tensile stress, masts to be kept in alignment carefully, continious crosscheck every now and then
 

Yards are braced "to the shrouds" in staggerd angles for the different Yard elevations
 
 

Mars top platform of the second main mast
 
 
 
 
Build log part 31 to follow....
 
Nils

Build log part 29
 
 

one of the tree masttops
 

topgallant platform painted
 

upper shrouds being fastened
 

beginning with stays and backstays
 

 
 

anchorcrane on forecastle deck
 

some of the Yards, the openings shall be closed with semiround caprivets later on
 

beginning to rig the yards
 

forestays and their spanning devices
 

Drydock view
 
 
 
 
Build log part 30 to follow....
 
Nils

Build log part 28
 
 

quite a lot of brass on board...
 

anchors have been upgraded...
 

Anchor chains attached
 

jib boom Network gets its boltropes
 

 

anchor find ist place on foredeck
 

Scroll work, "Krulle" and, jib boom stays and bopstays
 
 

 

 
 

latest Progress to be seen
 
 
Build log part 29 to follow
 
 
Nils

Young America - extreme clipper 1853
Part 45 –Inboard members continued, Stern fairing and half-frame bolting continued.
 
American Clipper Historical Note: In 19th Century America, forest resources were plentiful, in fact they seemed limitless.  For these reasons, and due to the immaturity of the American iron industry, ships with wood structures continued to be built throughout the century and into the 20th.  Several domestic species found their way into American-built ships.  White oak, very similar in species to English oak was the primary material used for structural components.  However, the less plentiful but superior species, live oak from forests in the southeastern states, was often specified for critical components.  It was almost 50% stronger than white oak and the shape of the growth lent itself to knees and curved members.  Joshua Humphreys specified live oak for the original American 44-gun frigates and crews from the northern shipyards went south to harvest the requirements.  Another southern species that was widely used in American ships was hard pine, also known as longleaf pine.  This plentiful timber had 90% of the strength of white oak and was roughly the same weight.  Hard pine was used for beams, planking and knees.  White pine, the species most associated with the term “pine,” was lighter, softer and less strong – only about 50% in strength compared to white oak.  It was often used in planking weather decks.  Other species of pine – pitch pine, yellow pine, red pine – were also used.  Another important species was black locust.  Its hardness, straightness and strength – 35% stronger than white oak  - found wide use for treenails and often for pillars.  Various other structural woods were used, but these were the primary species.
 
Young America’s structure was largely white oak – most frames, central sections of the keel and keelson, stem, stern posts, hanging knees.  But it is very probable that a significant number of important members were of live oak – parts of keel and keelson, keelson riders, hooks, some frame timbers.  Hard pine was used for beams, inboard and outboard planking, waterways, deck clamps, binding strakes, lower deck  planking and deadwood.  Lodging knees would have been pitch pine.  Exposed decks were white pine.  Pillars and treenails were locust.  Other decorative works were of other species and will be described later.
 
For the model, I an using Swiss pear wherever oak – white or live – was used.  Hard and pitch pine members will be Castelo.  Weather decks may be holly – not decided.  Most of the work covered so far has been in pear, but Castelo has been evident in the last few posts in the bilge ceiling and deck clamp construction.
 
 
Work described in the last part continued.  In the first picture the deadwood near the sternpost is being smoothed with a #0 cut Grobet riffler after paring with gouges. 
 

 
When the fairing of the aft part of the lower hull was finished, the bolts securing the aft half and cant frames were installed.  The next picture shows this in progress.
 

 
Holes were drilled deep into the keelson/deadwood.  Copper wire dipped in epoxy was then inserted and moved in and out to distribute the glue internally.  The wire was then clipped off as shown.  The stains on the wood in the picture are  from isopropanol used to wash off excess epoxy and has not yet dried.  The heads of the bolts will be sanded off flush and blackened just before the final wood finish is applied.  They were iron.
 
The next picture shows the lower hull after this bolting.  Bolts will be much more visible when black.
 

 
Finish sanding and polishing of these areas will be done later.  The next picture shows the stern framing from directly aft.
 

 
Work inside the hull on the strapping, deck clamps and bilge ceiling continued.  In the next picture a strake is being glued on the upper side of the band.  Strapping below the bilge ceiling has been added.
 

 
One of the lower strakes is being glued in the next picture. 
 

 
After the glue has dried, all of these strakes are bolted through every frame with epoxy at both ends of each bolt.  These bolts, also iron, will be blackened later.
 
This internal work is going to take some time.  I switch between iron strapping and ceiling planks when I can - to battle the tedium of repetitive work – not my strong suit.
 
 
 Ed

Build log part 27
 
 
 
 

overview aft welldeck
 

checking with one of the 4 aft boat davits
 

space positioning for wheel- and Chart-house as well as other deck housings on highdeck
 
 

looking where to place lifevest Containment on aft boatstation
 

spacing aft poopdeck housings
 

the shipyard Management is quite happy with the progress so far
 

again checking mast positions
 

Forward welldeck Davits mounted
 

port lavatory door on aft welldeck
 

pig Kennels, port / starboard (for live pork) behind the forecastle bulkhead not fitted yet
 
 
 
Build log part 28 to follow....
 
Nils

Build log part 26
 
 
 

railings fixed to boat stations, catwalks and deckhousing decks
 

overview of aft welldeck area, cargo derricks attached
 

utmost time for mounting blocks around the mast area (no good Access afterwards)
 
 

portside boatstation
 

railing on compasplatform and stairs attached to railing
 

forecastle railing and stairs
 

 
 

foreward welldeck port boatstation
 

aft welldeck port boatstation
 

everything has found its place
 
 
 
Build log part 27 to follow....
 
Nils

Build log part 25
 
 
 

poopdeck railing mounted, moved small vents away from the place where the brace winch goes to
 

preliminary space check with the larger 2 ones of the 4 aft boats
 

 

jib boom stays and bobstays attached
 

 

 

Forward welldeck (primered) cargo derricks in Position check
 

Stern view with poop railing
 

forecastle railing not attached yet
 

bow view at this stage
 
 
 
Buildlog part 26 to follow....
 
Nils

Build log part 24
 
 
 

cross checking mast angle, positions, hights, alignment
 

masts go right through the decks into the "spine" above the keel, mentioned earlier in this build
 

jib boom placed at an angle (horizontal of about 19°
 

tripple block Arrangement for foremast brace Tackling, these two devices will be mounted to the highdeck bulwarks
 

These two pics...., bracing tackle bumpkin for blocks and ropes for third mast bracing
 

 
 

tack bracket for second mast mainsail
 

bracing tackle bumpkin for blocks and ropes for third mast bracing
 

tack bracket for second mast mainsail
 
 
 
Build log part 25 to follow....
 
Nils

OLIVER LANG’S STERN
 
In February 1845, Oliver Lang, Master Shipwright at Woolwich, faced a daunting challenge. The Admiralty, under pressure from Parry, had decided to outfit HMS Erebus and Terror for auxiliary screw propulsion, powered by small passenger locomotives.
 
Screw propulsion was in its infancy and contemporary designs, based on patents filed by Francis Pettit Smith and others, called for the placement of the propeller opening in the deadwood of a steam powered vessel (Bourne 1855:28). However, applying such a modification to polar vessels would critically weaken the stern, and Lang knew from the Terror’s first arctic expedition that even the most robust sternpost was severely vulnerable when overwintering in sea ice. How could he protect the ship’s stern from the pack when a gaping hole had to be cut in the deadwood for the propeller?
 
His solution appears in a plan dated March 17th, 1845, which was subsequently transcribed onto the 1836/37 profile plan for HMS Terror. Instead of altering the ship’s existing stern, Lang simply extended the stern of the ship aft by adding a new keel section, onto which a new rudderpost and aperture for the propeller were attached. The 1836/37 plans seem to show that Terror’s original sternpost had been modified for Back’s voyage,  but the 1845 annotations clearly indicate that Lang reconstructed it to the same configuration used in Terror’s original design (alternately, it is possible that Terror’s stern was not modified in 1836 as planned).
 
Lang’s 1845 design called for a triangular piece of wood to be bolted to the original sternpost, creating a vertical face for the propeller aperture. The new rudderpost and the angled fitting were both tenoned into the keel extension, as indicated by the presence of horizontal bolts on a contemporary model of the design. The entire structure was then bolted to a massive u-shaped “staple knee”, made from 3.5 inch thick iron, which was the same length as the propeller opening.
 
Lang next turned to the problem of protecting the new rudderpost and propeller aperture from ice damage. He settled on a well system which could be used to ship and unship the propeller, similar to a design patented by Joseph Taylor in 1838 (Bourne 1855:32). However, Lang’s system included a new innovation; when the propeller was unshipped, the well would be filled with a series of stacking wooden and steel chocks. The chocks were shaped to match the dimensions of the new rudder post and deadwood and would completely fill the well, thus reinforcing the rudderpost against forces exerted by the ice.
 
Taylor’s patent described that the propeller could be shipped via “vertical grooves cut in the true and false stern posts … in which frame the propeller is placed” (Bourne 1855:32). However, the use of reinforcing chocks required that this system be modified. Lang replaced the grooves in the stern and false stern with robust iron rails which themselves had a vertical slot running much of their length. The protruding rails were necessary to secure the chocks in the propeller well and needed to be very strong to endure the pressures of pack ice (I’ll present more on the configuration of this rail system and the propeller in a subsequent post).
 
While we may never know how Lang’s chock system faired after two years in the grinding pack off King William Island, we can surmise that it must have worked relatively well because the Terror survived its first winter at Beechey Island in sailing condition. Further, we know that the same chock system was installed on the Intrepid and Pioneer (Anonymous 1850:8), steam tenders used in the Franklin search effort, and that both ships survived multiple winters in sea ice before being abandoned in relatively seaworthy condition.
 
Scantlings for Terror’s Sternpost and Rudderpost
 
Sternpost
Sided              
            At Head = 13 and ½ inches
            At Heel = 10 and ¾ inches
 
Moulded depth = 17 and ½ inches
 
Rudderpost
Sided
At Head = 13 and ½ inches
            At Heel = 10 and ¾ inches
 
Moulded depth = 13 and ½ inches
 
 
References:
Anonymous
1850       Naval Intelligence — The Arctic Expedition. The Times.  Monday , 6th May, pg 8.
 
Bourne, John
1855       A Treatise on the Screw Propeller with Various Suggestions for Improvement. Longman, Brown, Green, and Longmans, London. 
 
 

Cut stern pieces prior to assembly.
 

Assembled stern architecture (significant iron work has yet to be installed, and  
the temporary basswood piece is to provide rigidity until the propeller well is completed).
 

Detail of keel piece and opening for the staple knee. 
 

Aft view of the unique rudderpost joint with the keel. 
 

Another view of Lang's design.
 

Sanding two of the sternpost bolsters to match the aft station
(the bolsters provide width needed for the propeller well).
 

Detail after sanding. 
 

Comparing the bolster to the body plan.
 

Completed rudderpost and sternpost bolsters.
 

Two of the bolsters in place, showing how they add width to the stern to accommodate
the propeller well (these aren't glued and cannot be until the bulkhead is attached). 
 
 

Current progress on the stern, keel, and stem. 

Thanks Ben and Floyd!
 
Putting aside the temptation to stick every piece of wood, plastic and metal in
the lathe and "turn it" I've placed the mortar in it's carriage.
 
Here she is set to be stowed.
 

 
And here it is set in firing position.
 

 
Now I can move on and attempt to turn some cannon barrels!!!!!!!  

Hi All, It's been a bit since my last post. Life, sub zero temperatures and feet of snow
have all conspired to slow me down. Well the lathe has arrived and the learning curve
is steep but the Sherline is a truly fine lathe. Thanks all for talking me into it.
 
I tinkered around turning some scraps trying to figure out what I was doing and one
mortar has been made. More coats of paint are needed and then it will be mounted
to the carriage.
 

 

 
The new carriages have also been made. Here is a comparison between the two.
 

 
After that the fun continues when I have to try and figure out how to turn two
cannon barrels. Well not only do I have to make two but for some reason they
have to match. Hmmmmm...........  

Thank you all for stopping by for a look and all the likes!
 
Grant, "Creative Accounting" here usually comes with free room and board for 5 to 10 years.  
Not to worry the lathe will be here eventually.
 
I have received a notification from the author of the plans that there was a slight error. The
cannon were drawn at the wrong size. The new sheet of plans was received and you can see
the difference below. Good news is that I haven't made the barrels so nothing lost there and
I will get some more practice making the carriages today.  
 

 
Also I have made the ladder but it is just set in place for now. I want to be able to remove it
for when I rig the cannon.
 

Alright, time for some progress....
 
Been playing with that nice metal walkway again. I've now got both walkways along the boom installed. All handrails will be applied just before painting as they are fragile and tend to get in the way.
 
As I am once again waiting on parts, I've also started work on the extra hatches. The first and third are the add-ons, the second and fourth are original. I do intend to leave quite a few open to view the cargo inside, but the first 3 and all the added ones will be closed. The kit provides more than enough covers in both positions, so I'm not worried about running out of hatches.... yet...
 
Andy