Bob Cleek

Keith,
I was able to get aboard Cangarda today and took approximately 100 pictures.  
undoubtedly missed some important photos, but I hope these will help.  She is still under wraps which made getting some photos difficult.
How should I get these to you?  I can post them if you like.
Rick
PS. I’m dedicating my model to my 5 year old granddaughter!!!

Bob - I thought that but then had a look at the photos I had of her since launch. Only one or two show the stern with any clarity but I can't see a hailing port on any of them. 


The second image is August 2021.
 
 

Very nice model and a very appropriate setting for it!  Let's hope they get her in a case and out of that sunny window soon! (UV can fade paint and cause deterioration.) 
 
By the way, there isn't any type of membership charge for the Model Ship World forum. Welcome! Given the quality of the Fitzgerald  model, I'm sure a lot of people here would be interested in seeing photos of your brother's other models. He was obviously a very skilled craftsman.

Actually, these lanterns don't really get hot. Warm, maybe, but not hot. The flame isn't much more than an inch wide at the burner and forms an equilateral triangle with its sides. A larger flame would only create a lot of black smoke and soot.  Out in the sea air in even a light breeze, the lamp body doesn't have much of a chance to heat up.

Very nice work at that scale!
 

Actually, these lanterns don't really get hot. Warm, maybe, but not hot. The flame isn't much more than an inch wide at the burner and forms an equilateral triangle with its sides. A larger flame would only create a lot of black smoke and soot.  Out in the sea air in even a light breeze, the lamp body doesn't have much of a chance to heat up.

Exactly so. Eberhard's photo of the tug at the NMM shows clearly how it was done with the lantern hung on a flat back plate which actually carries the jackstay rings. Other lanterns have the jackstay rings attached the lamp itself which would be less convenient than leaving the jackstays permanently rigged and slipping the lantern on and off a carrier plate. It should be remembered, however, that the jackstay and running light halyard arrangement might be a bit messy on a sailing ship with all the attendant rigging already running down to the base of the mast and for this reason steam powered vessels carrying auxiliary sails (or sailing vessels with auxiliary steam power) might opt for the "portable" rig whcih was struck down when not in use . The picture below, showing what appears to be more permanent jackline and bracket arrangement is on a steam tug which would not be bothered by additional rigging on and about the mast. Indeed, the backplate seems a bit crudely made and it's possible it was fabricated by the tug's bosun to achieve the convenience it affords in servicing and lighting.
 
 
 
All the lanterns of this era were hung in the same fashion.... or at least all I've ever seen. The back of the lantern has a bent flat metal strap which slides over a "tongue" positioned as may be convenient, either on a flat plate as shown above, or on a light board port and starboard, or on a stern transom or rail as shown in another of Eberhard's photos below. (Interestingly, the stern light shown was originally an oil lamp; as indicated by the permanently mounted "tongue" and strap on the lantern, but the lantern has been electrified as seen by the power cord running into the back of the lantern next to the standing "tongue" bracket.
 

 
In the photo below, a "tongue," rather than a strap, is attached to the back of this port running light to the right of the red curved glass inside the body of the lamp. (The back of the lamp body is a right angle so it will fit neatly into the corner of the light board. This tongue would slide into a strap permanently attached to the light board in order to "hang" the lamp on the board. 
 

Very nice work at that scale!
 

Actually, these lanterns don't really get hot. Warm, maybe, but not hot. The flame isn't much more than an inch wide at the burner and forms an equilateral triangle with its sides. A larger flame would only create a lot of black smoke and soot.  Out in the sea air in even a light breeze, the lamp body doesn't have much of a chance to heat up.

Exactly so. Eberhard's photo of the tug at the NMM shows clearly how it was done with the lantern hung on a flat back plate which actually carries the jackstay rings. Other lanterns have the jackstay rings attached the lamp itself which would be less convenient than leaving the jackstays permanently rigged and slipping the lantern on and off a carrier plate. It should be remembered, however, that the jackstay and running light halyard arrangement might be a bit messy on a sailing ship with all the attendant rigging already running down to the base of the mast and for this reason steam powered vessels carrying auxiliary sails (or sailing vessels with auxiliary steam power) might opt for the "portable" rig whcih was struck down when not in use . The picture below, showing what appears to be more permanent jackline and bracket arrangement is on a steam tug which would not be bothered by additional rigging on and about the mast. Indeed, the backplate seems a bit crudely made and it's possible it was fabricated by the tug's bosun to achieve the convenience it affords in servicing and lighting.
 
 
 
All the lanterns of this era were hung in the same fashion.... or at least all I've ever seen. The back of the lantern has a bent flat metal strap which slides over a "tongue" positioned as may be convenient, either on a flat plate as shown above, or on a light board port and starboard, or on a stern transom or rail as shown in another of Eberhard's photos below. (Interestingly, the stern light shown was originally an oil lamp; as indicated by the permanently mounted "tongue" and strap on the lantern, but the lantern has been electrified as seen by the power cord running into the back of the lantern next to the standing "tongue" bracket.
 

 
In the photo below, a "tongue," rather than a strap, is attached to the back of this port running light to the right of the red curved glass inside the body of the lamp. (The back of the lamp body is a right angle so it will fit neatly into the corner of the light board. This tongue would slide into a strap permanently attached to the light board in order to "hang" the lamp on the board. 
 

Very nice work at that scale!
 

Actually, these lanterns don't really get hot. Warm, maybe, but not hot. The flame isn't much more than an inch wide at the burner and forms an equilateral triangle with its sides. A larger flame would only create a lot of black smoke and soot.  Out in the sea air in even a light breeze, the lamp body doesn't have much of a chance to heat up.

Exactly so. Eberhard's photo of the tug at the NMM shows clearly how it was done with the lantern hung on a flat back plate which actually carries the jackstay rings. Other lanterns have the jackstay rings attached the lamp itself which would be less convenient than leaving the jackstays permanently rigged and slipping the lantern on and off a carrier plate. It should be remembered, however, that the jackstay and running light halyard arrangement might be a bit messy on a sailing ship with all the attendant rigging already running down to the base of the mast and for this reason steam powered vessels carrying auxiliary sails (or sailing vessels with auxiliary steam power) might opt for the "portable" rig whcih was struck down when not in use . The picture below, showing what appears to be more permanent jackline and bracket arrangement is on a steam tug which would not be bothered by additional rigging on and about the mast. Indeed, the backplate seems a bit crudely made and it's possible it was fabricated by the tug's bosun to achieve the convenience it affords in servicing and lighting.
 
 
 
All the lanterns of this era were hung in the same fashion.... or at least all I've ever seen. The back of the lantern has a bent flat metal strap which slides over a "tongue" positioned as may be convenient, either on a flat plate as shown above, or on a light board port and starboard, or on a stern transom or rail as shown in another of Eberhard's photos below. (Interestingly, the stern light shown was originally an oil lamp; as indicated by the permanently mounted "tongue" and strap on the lantern, but the lantern has been electrified as seen by the power cord running into the back of the lantern next to the standing "tongue" bracket.
 

 
In the photo below, a "tongue," rather than a strap, is attached to the back of this port running light to the right of the red curved glass inside the body of the lamp. (The back of the lamp body is a right angle so it will fit neatly into the corner of the light board. This tongue would slide into a strap permanently attached to the light board in order to "hang" the lamp on the board. 
 

Back when her restoration was completed, she was reportedly going to be homeported at Mystic Seaport, CT. I didn't find her on a quick search of the USCG vessel information database, but I'd be quite surprised if she were not a US flagged vessel with USCG documentation. That would require a hailing port on the transom (or stern quarters) expressed as a city and state. That requirement isn't unique to the US, but rather is required by international law. A Liberian flagged vessel would, for example, carry the hailing port of "Monrovia." A British flagged vessel would carry a hailing port like "Liverpool," and so on. The hailing port has to be written in clear block lettering of no less than a 4" high font. It could be that she was pending transfer of ownership and the new owners intended to register her with a new hailing port. In the US, at least, a registered home port can expose the vessel owner to incurring sales and/or ongoing annual property taxes. (In California we see a lot of Oregon hailing ports on large yachts because, unlike California, Oregon has no sales tax. Just a guess, though.)

That would depend upon the way the plank you are cutting from was originally sawn. The question is really what do you want for grain orientation in the plank?  In full-size construction for carvel planking, you want the grain running perpendicular to the wide face of the plank ("quarter sawn" or "rift sawn") and for lapstrake planking, you want the grain running parallel to the wide face of the plank ("plain sawn.") This is because dry wood swells across the grain when it becomes wet, so that the carvel planks will swell so that the plank edges at the seams will press tightly against each other, while lapstrake plank faces at the overlapping plank seams will swell against each other.  There are a number of regionally popular terms for saw cuts, as well, but basically it's all about the way the grain runs in the plank.
 
This will depend upon how the log is sawn:
 

 
Quarter sawn plank:

 
 
http://blog.carbideprocessors.com/wp-content/uploads/2013/04/Sawn-Lumber.jpg
 
 
The grain orientation is of less importance with models, where the appearance of the plank faces, where the grain appearance of bright finished plank faces is an important consideration in achieving the proper scale appearance. For a model that will be finished bright, you want as little grain showing as possible and preferably none showing at all. This will generally favor rift-sawn stock, as can be seen from the picture above. (And, as rift-sawn stock is the most labor intensive and the most wasteful, it is also the most expensive.) This consideration is mitigated by the lack of visible grain in some select woods, such as castello boxwood and Alaska yellow cedar. Pear will also provide areas of select unfigured stock, but the strong color variations in a single piece of pear will often demand that only a limited portion of matching wood can be gotten out of a single plank. For example, you may get some suitable light-colored plank lengths cut from the sapwood on the left side of the pear plank pictured, but it's unlikely you'd get evenly colored planks from the heartwood on the right side of the pictured pear plank.
 
Structure is also important. Given the stock you've pictured, I'd be cutting plank strips from the long edges of the planks you have. As for the pear, however, the piece doesn't appear particularly "straight grained" and you don't want to cut planking strips in a way which will yield planks with grain running across the plank strip such that the strip will easily break at the grain crossing when you try to bend the plank to fit the curve of the hull. That said, it's hard to tell just looking at the top edge of the plank pictured. A test strip or two should confirm if it's suitable for bending without breakage.
 
There is a good treatment of milling modeling stock in Volume II of the NRG's Ship Modeler's Shop Notes. You may find this article helpful as well, although it addresses milling with full-size woodshop tools. https://thenrg.org/resources/Documents/articles/MillingScaleLumber.pdf  Most modelers use larger shop tools to cut smaller billets of select wood from which they mill their modeling stock with smaller saws such as the Byrnes Model Machines 4" table saw.

Very nice work at that scale!
 

Actually, these lanterns don't really get hot. Warm, maybe, but not hot. The flame isn't much more than an inch wide at the burner and forms an equilateral triangle with its sides. A larger flame would only create a lot of black smoke and soot.  Out in the sea air in even a light breeze, the lamp body doesn't have much of a chance to heat up.

Exactly so. Eberhard's photo of the tug at the NMM shows clearly how it was done with the lantern hung on a flat back plate which actually carries the jackstay rings. Other lanterns have the jackstay rings attached the lamp itself which would be less convenient than leaving the jackstays permanently rigged and slipping the lantern on and off a carrier plate. It should be remembered, however, that the jackstay and running light halyard arrangement might be a bit messy on a sailing ship with all the attendant rigging already running down to the base of the mast and for this reason steam powered vessels carrying auxiliary sails (or sailing vessels with auxiliary steam power) might opt for the "portable" rig whcih was struck down when not in use . The picture below, showing what appears to be more permanent jackline and bracket arrangement is on a steam tug which would not be bothered by additional rigging on and about the mast. Indeed, the backplate seems a bit crudely made and it's possible it was fabricated by the tug's bosun to achieve the convenience it affords in servicing and lighting.
 
 
 
All the lanterns of this era were hung in the same fashion.... or at least all I've ever seen. The back of the lantern has a bent flat metal strap which slides over a "tongue" positioned as may be convenient, either on a flat plate as shown above, or on a light board port and starboard, or on a stern transom or rail as shown in another of Eberhard's photos below. (Interestingly, the stern light shown was originally an oil lamp; as indicated by the permanently mounted "tongue" and strap on the lantern, but the lantern has been electrified as seen by the power cord running into the back of the lantern next to the standing "tongue" bracket.
 

 
In the photo below, a "tongue," rather than a strap, is attached to the back of this port running light to the right of the red curved glass inside the body of the lamp. (The back of the lamp body is a right angle so it will fit neatly into the corner of the light board. This tongue would slide into a strap permanently attached to the light board in order to "hang" the lamp on the board. 
 

Exactly so. Eberhard's photo of the tug at the NMM shows clearly how it was done with the lantern hung on a flat back plate which actually carries the jackstay rings. Other lanterns have the jackstay rings attached the lamp itself which would be less convenient than leaving the jackstays permanently rigged and slipping the lantern on and off a carrier plate. It should be remembered, however, that the jackstay and running light halyard arrangement might be a bit messy on a sailing ship with all the attendant rigging already running down to the base of the mast and for this reason steam powered vessels carrying auxiliary sails (or sailing vessels with auxiliary steam power) might opt for the "portable" rig whcih was struck down when not in use . The picture below, showing what appears to be more permanent jackline and bracket arrangement is on a steam tug which would not be bothered by additional rigging on and about the mast. Indeed, the backplate seems a bit crudely made and it's possible it was fabricated by the tug's bosun to achieve the convenience it affords in servicing and lighting.
 
 
 
All the lanterns of this era were hung in the same fashion.... or at least all I've ever seen. The back of the lantern has a bent flat metal strap which slides over a "tongue" positioned as may be convenient, either on a flat plate as shown above, or on a light board port and starboard, or on a stern transom or rail as shown in another of Eberhard's photos below. (Interestingly, the stern light shown was originally an oil lamp; as indicated by the permanently mounted "tongue" and strap on the lantern, but the lantern has been electrified as seen by the power cord running into the back of the lantern next to the standing "tongue" bracket.
 

 
In the photo below, a "tongue," rather than a strap, is attached to the back of this port running light to the right of the red curved glass inside the body of the lamp. (The back of the lamp body is a right angle so it will fit neatly into the corner of the light board. This tongue would slide into a strap permanently attached to the light board in order to "hang" the lamp on the board. 
 

Actually, in the Tung Woo lights, there are curved pieces of colored glass, one red, as shown, and the other blue, in brackets inside the lamp behind the Fresnel lens. The Fresnel lenses are both clear and from certain angles in certain light appear clear from the outside when the lamps aren't burning. I believe the thin curved colored glass panes behind the larger clear Fresnel lenses would have been a manufacturing economy.  There is a lot more glass in the Fresnel lenses than in the color panes behind them. Glass is colored with metal oxides. Only the colors created with metals maintain their color intensity without fading in all situations including direct sunlight. A prime example where the capacity to hold color and not fade is critical would be in a running light. Red is the most expensive color of glass because oxidized gold is used to achieve its color. The larger quantity of clear glass used to cast the Fresnel lenses was the least expensive glass of all. 
 
If you look closely, you can see the narrow top edge of the curved pane of glass that slides down the side slots and forms a curved "box" between the glass pane and the back of the Fresnel lens.
 

 
I've always noted that the green light is actually blue with a yellow flame showing green through it, but I can't remember ever seeing a model in a museum that showed a blue starboard oil-burning running light, and I've looked. They all seem to be colored green. Properly, the light board might be painted green, but an oil lamp lens should be blue, or "bluish clear," I suppose. Maybe nobody notices this sort of thing but me. I'm the sort of guy who "clocks" his screws when they show. That's good for extra points on the concours circuit.  

Okay, the Sheldon Cooper reference sent me to Google. (I don't watch TV sitcoms.) This is what Wikipedia says (in part) about Sheldon Cooper:

 
 Sheldon Lee Cooper, Ph.D., Sc.D, is a fictional character in the CBS television series The Big Bang Theory and its spinoff series Young Sheldon.
 
The adult Sheldon is a senior theoretical physicist at The California Institute of Technology (Caltech), ...
 
He has a genius-level IQ of 187. (In The Big Bang Theory, ...  In Young Sheldon, his mother says that he has the same IQ as Albert Einstein and Stephen Hawking, though neither is known to have taken an IQ test.) However, he displays a fundamental lack of social skills, a tenuous understanding of humor, and difficulty recognizing irony and sarcasm in other people, although he himself often employs them. He exhibits highly idiosyncratic behavior and a general lack of humility, empathy, and tolerance. These characteristics provide the majority of the humor involving him, which are credited with making him the show's breakout character.[10][11][12][13] Some viewers have asserted that Sheldon's personality is consistent with autism spectrum disorder (or what used to be classified as Asperger's Syndrome.)[12][14] Co-creator Bill Prady has stated that Sheldon's character was neither conceived nor developed with regard to Asperger's,[14] although Parsons has said that in his opinion, Sheldon "couldn't display more traits" of Asperger's.  ...
 
Sheldon is characterized as being highly intelligent, but he tends to display childish qualities, such as extreme stubbornness and meanness. It is claimed by Bernadette that the reason Sheldon is sometimes mean is because the part of his brain that tells him it is wrong to be mean is "getting a wedgie from the rest of his brain".[29] However, in season 8's "The Space Probe Disintegration", Sheldon tearfully admits to Leonard that he is aware of how his behavior comes across.
 
Sheldon frequently states that he possesses an eidetic memory (although his powers of autobiographical recall are more like hyperthymesia) and an IQ of 187,[32] although he claims his IQ cannot be accurately measured by normal tests.[33] He originally claimed to have a master's degree and two doctoral degrees, but this list has increased.[34][35] Sheldon possesses a mastery (and extensive knowledge) of various subjects ...  (he is a well-known railfan and a fancier of model trains) ... Although his friends have similar intellects to him, his eccentricities, stubbornness,   and narcissism frequently frustrate them.  ...  He dislikes gifts, because the "social convention" in his view creates either a debt or burden on the receiver of the gift which will not stop until one of the two involved in the "gift-relationship" dies leaving the other either in debt or with an undue surplus.[56] Sheldon also does not take drugs, not even legal ones such as caffeine, due to a promise to his mother, and is hypersensitive when he accidentally consumes them.[57][43] However, it has been shown that alcohol often causes Sheldon to loosen up significantly,[6] although it will also cloud his judgment on occasion. After drinking alcoholic drinks (both deliberately and accidentally), he has done things that he would never do while sober, such as singing out loud,[58] mooning an audience full of people,[27] confronting Wil Wheaton,[59] leaving wildly inappropriate voicemails after "drunk dialling" Stephen Hawking, and affectionately slapping Amy's rear.[60] After consuming caffeine in the form of coffee or energy drinks, typically on the rare occasions that he has to work beyond his normal working hours to meet a deadline, he acts in a hyperactive, erratic manner.
 
In response to criticism from his friends that he is mentally ill, Sheldon often retorts, "I'm not crazy; my mother had me tested"; which his mother has confirmed to be true, once while wishing she had gone through with a follow-up examination.
 
Both the character and Parsons' portrayal have received widespread acclaim, and is often cited as the main reason for the program's success by both critics and fans.[87][88][89] James Chamberlin of IGN wrote: "It's hard to imagine what The Big Bang Theory would be if it weren't for Jim Parsons' great portrayal of Sheldon Cooper".[90] Matt Roush of TV Guide stated that "there's a spark of divine inspiration in Jim Parsons' uproarious Sheldon Cooper".[91] Ken Tucker of Entertainment Weekly wrote that: "Parsons is doing something rare on network TV: making intellectualism admirable, even heroic".
 
https://en.wikipedia.org/wiki/Sheldon_Cooper
 
If there was any intention of comparing me to Sheldon Cooper, that would be grossly unfair and I would have to strenuously object. I only have one doctoral degree.
 
   
 

Very nice work at that scale!
 

Pat, I think there was a sort of L-shaped carrier for the lamp, as Keith tried to reproduce in his first try. That's how interpret my photograph of the RELIANT. The carrier would have had two sheet-metal fingers over which sheet-metal loops at the back of the lamp would slide. During day-time the lamps would be taken down and stored.

As usual, I failed to give a visual size reference in the original post, my apologies. 
 

Actually, these lanterns don't really get hot. Warm, maybe, but not hot. The flame isn't much more than an inch wide at the burner and forms an equilateral triangle with its sides. A larger flame would only create a lot of black smoke and soot.  Out in the sea air in even a light breeze, the lamp body doesn't have much of a chance to heat up.