14.07.2020  Author: admin   Alum Boats For Sale

Thanks a lot for the excellent and detailed description. Also thanks for ensuring that eyeballing is a proper method. Hi Clark, Oh yes I am a great one for just "eyeballing".

If it looks right it must be somewhere near right. Within model ship building planking co. ltd the discussions about CAD and precision modelling, I felt a bit old fashioned when trusting the eyes. I feel the same way when I am reading about CAD, but when I am at my workbench with a piece of wood I use what I have and am satisfied. I don't make models to do. I can understand why people get excited about 3D printing something they have modeled in CAD.

I built a rope walk to model ship building planking co. ltd the rope for my models. This type of thing is what I enjoy and eyeballing sizes etc is all part of it.

However I get huge satisfaction from building an item from scratch with raw materials, basic tools, my hands and eyeballing. Although I don't mind kits and kit bashing I throw out any component that is not up to scratch and make it. Thank you for sharing, I just downloaded it to my various other digital "Ship Books", as the folder on my computer is called.

I'll be reading through it in the days and weeks to come as I begin my second build. Thanks for this, alpayed! I just had a quick look and definitely a big help for a complete novice like me. I haven't built anything yet as I am trying to get as much information I can before building a ship. This might be a bit off topic, how did you get that kind of colour on the ship on your first page. Is that just varnish? Thank you for this booklet. I am currently planking with difficulty a Corel model of the Sloup kit, and I will study your suggestions carefully.

Thank you for your planking instructions. I have read a few others but yours appears to provide more details.

I had a heck of a time with the planking but with months of perseverance I was able to complete the task with an ok look. I am currently building the San Ildefonso by Occre.

With your planking instructions, I think I will have an easier time with the planking. Just downloaded this and it seems really great, but I can't find figures 1 or 2, although there is a 2A, B, and C.

Should I assume figure 2 is the sum of the 3? Hi bud. You are correct. Fig model ship building planking co. ltd is missing. I will fix it an upload a revised version. Stay tuned. Thanks for pointing it. Kind regards Model ship building planking co. ltd. Many thanks for a very informative booklet.

Although I have completed 4 builds and about to finish my 5th there is always something to learn in this very enjoyable hobby! If you enjoy building ship models that are historically accurate as well as beautiful, then The Nautical Research Guild NRG is just right for you. We provide support to our members in their efforts to raise the quality of their model ships. The pages of the Journal are full of articles by accomplished ship modelers who show you how they create those exquisite details on their models, and by maritime historians who show you the correct details to build.

The Journal is available in both print and digital editions. Go to the NRG web site www. Planking Downloads and Tutorials and Videos. Planking Techniques Public Club. Overview Community Map. Planking Model Ships planking hulls. Recommended Posts. Posted August 8, edited. Hi. Here is a booklet I produced 30 years ago which I have revised and updated. BelcoEdwardkenwayAllamagoosa and 20 others Like Loading Link to post Share on other sites.

Mirabell61 Model ship building planking co. ltd August 8, Posted August 8, Nice work Allan! Clark Posted August 8, Thank you for sharing. Very thoughtful of you. Backer Posted August 8, Very instructive. Thanks for sharing. Posted August 9, Clark Posted August 9, Regards Allan.

Posted August 10, I'm going to move this topic and pin it in the planking area. I will get more visibility. Matt H Posted August 10, Jag Posted September 15, Posted September 15, Hi Jag. The model is just coated with polyurethane. The planking is New Zealand Kauri. Wales are heartwood Nectarine.

Deck planking is Australian Murray pine. Model is of HMS Supply. Allan, that is a finely detailed job. Really amazing Posted December 2, Allan, your planking pdf is a welcome and generous contribution. Much appreciated, thank you. English Rebel Posted May 3, Posted May 3, Thanks, this will be invaluable when I build my first model. Allamagoosa Posted May 22, Posted May 22, Like Loading Posted June 4, Thank you for the detailed instructions book!

Posted June 22, Posted June 23, Posted June 25, model ship building planking co. ltd Photo Bud Posted October 24, Posted October 24, Posted October 26, Ryland Craze Like Loading Hi Guys.

Here is the revised booklet with Fig 1 model ship building planking co. ltd. Posted Sunday at AM.

Simply said:

Plnaking - The straight stick upon the boat that helps sails or paraphernalia. Simply to suggest an thought my prosaic backside is Twenty-six half of x Twelve 1four upon. Should we can lift it off; a assets have been discernible as well as could easily have a disproportion in between unresolved upon to what you've got bought; as well as not?

The rate of freight to London that was given to steamers was nearly twice that paid to the sailing ships. Additionally, the insurance premium for a cargo of tea in a steamer was substantially less than for a sailing vessel.

So successful were the steamers using the Suez Canal that, in , 45 were built in Clyde shipyards alone for Far Eastern trade. The numbers of tea clippers sailing to China each year steadily reduced, with many ships being sold and moving to general cargo work. Costs were kept to a minimum and rigs were often reduced to barque so that a smaller crew was needed. Cutty Sark ' s well known race against Thermopylae took place in , the two ships leaving Shanghai together on 18 June.

Both ships were of similar size: length, beam and depths were within 1 foot 0. The Thermopylae had a slightly larger capacity: compared to GRT or compared to net. John Willis's brother was on board the ship and ordered Moodie to put into Cape Town for repairs. Moodie refused, and instead the ship's carpenter Henry Henderson constructed a new rudder from spare timbers and iron.

This took six days, working in gales and heavy seas which meant the men were tossed about as they worked and the brazier used to heat the metal for working was spilled out, burning the captain's son.

The ship finally arrived in London on 18 October a week after Thermopylae , a total passage of days. This was the closest Cutty Sark came to being first ship home but it was Moodie's last trip as her captain before he transferred to steamships. He was replaced by Captain F. Captain Wallace was sure in his element now. It was 'Stand by! We lost two brand new topgallant sails and one lower fore topsail.

Moore remained captain only for one round trip to China, taking days for the return trip. This was 14 days longer than Thermopylae and 27 days longer than achieved by the iron ship Hallowe'en a few months later.

Captain W. Tiptaft assumed command in achieving days on his first return trip, but after the ship had to travel miles [ clarification needed ] up the Yangtze River in search of a cargo.

Steamships were now taking most of the tea. The following year the return journey took days, but on the outward journey Cutty Sark set a record time of 73 days from London to Sydney.

In November the ship was anchored off Deal in the English Channel along with sixty other vessels, waiting out a great storm. The anchor failed to hold and Cutty Sark was blown through the ships, damaging two others before grounding on a mud bank.

Fortunately she was pulled clear by the tug Macgregor before too much damage was caused and she was towed to the Thames for repairs. In December the ship sailed from London to Sydney, where she took on coal for Shanghai, arriving there in April.

However, the ship was unable to find any cargo of tea for a return trip to London�the days of the tea race were over. The master, Captain Tiptaft, died in October while still in Shanghai and was replaced by the first mate, James Wallace.

The ship now had to take different cargoes around the world, including coal, jute, castor oil and tea to Australia. In yards were shortened and the stun'sails removed. Smith was allowed to leave the ship at Anjer by Captain Wallace, causing the crew to cease work in protest. Wallace continued the voyage with six apprentices and four tradesmen but became becalmed in the Java Sea for three days. In desperation as matters moved from bad to worse, he committed suicide by jumping overboard and disappeared.

He was replaced as Master by William Bruce, who proved to be a drunken incompetent who claimed pay for non-existent crewmen and managed to set sail with inadequate provisions, resulting in the crew starving.

An inquiry in New York in April resulted in the captain and mate being suspended and replaced by Captain Moore, previously of Blackadder. This was 25 days faster than her nearest rival that year and heralded the start of a new career taking Australian wool to Britain in time for the January wool sales. He achieved this by taking a more southerly route than previously, to catch the strongest winds in the Roaring Forties despite having to face icebergs, gales and storms whipped up by the winds he sought.

Cutty Sark was the fastest ship on the wool trade for ten years. In July the log of the modern passenger steamship SS Britannia recorded that when steaming at 15�16 knots she was overtaken in the night by a sailing ship doing 17 knots, which proved to be Cutty Sark. Eventually steamships began to dominate the wool trade too and it ceased to be profitable for a sailing ship. In May she was dismasted off the Cape of Good Hope because of the rolling of the ship in bad weather and had to be towed into Table Bay off Cape Town.

Because of World War I, it was impossible to obtain suitable materials to replace the masts so she was re-rigged over 18 months to a barquentine sail arrangement. In Ferreira was the last clipper operating anywhere in the world.

Caught in a storm in the English Channel she put into Falmouth harbour where she was spotted by retired merchant navy captain Wilfred Dowman of Flushing , Cornwall, who was then operating the training ship Lady of Avenel. The rigging was restored to an approximation of the original arrangement and the ship was used as a cadet training ship. In she was used as committee boat for the regatta week in Fowey during that years regatta week as recalled to me by Mr.

Arthur Toby West. As a historic survivor, the ship was opened to the public and visitors would be rowed out to inspect her. At Greenhithe Cutty Sark acted as an auxiliary vessel to HMS Worcester for sail training drill, but by she had become surplus to requirements. From February to October she was temporarily moved first for a refit and then to take part in the Festival of Britain at Deptford.

The two ships were locked together after the collision which forced Cutty Sark ' s jibboom into Worcester ' s forecastle rails, snapping the boom before scraping along Worcester ' s starboard side. Cutty Sark ' s figurehead lost an arm in the process. The damaged arm was recovered at Grays Thurrock and the figurehead was repaired.

In Cutty Sark was given to the Cutty Sark Preservation Society [37] and in she was moved to a custom-built dry dock at Greenwich. The skipper on this occasion was year-old Captain C. Irving, who had sailed the world three times in her before he was The river pilot was Ernest Coe.

Thereafter the entrance tunnel to the dry dock was filled in, the river wall rebuilt and the work of re-rigging began. Cutty Sark was preserved as a museum ship , and has since become a popular tourist attraction, and part of the National Historic Fleet. She is also a prominent landmark on the route of the London Marathon.

She usually flies signal flags from her ensign halyard reading "JKWS", which is the code representing Cutty Sark in the International Code of Signals , introduced in The ship is in the care of the Cutty Sark Trust, whose president, the Duke of Edinburgh , was instrumental in ensuring her preservation, when he set up the Cutty Sark Society in The Trust replaced the Society in The gallery beneath the ship holds the world's largest collection of ships' figureheads, donated to the Society by Sydney Cumbers in Cutty Sark station on the Docklands Light Railway is one minute's walk away, with connections to central London and the London Underground.

Greenwich Pier is next to the ship, and is served by scheduled river boats from piers in central London. A tourist information office stands to the east of the ship. By the early s, there were serious concerns about corrosion of the iron internal structure, and the hull was also becoming distorted because more weight was being carried on the keel than if the ship was afloat, when it would be evenly supported over the whole area below the waterline.

An extensive conservation project was planned to overcome this, including repair and anti- corrosion painting of the framework and the addition of some additional steel ribs to add strength, and a new method of supporting the ship. On the morning of 21 May , Cutty Sark , which had been closed and partly dismantled for conservation work, caught fire, and burned for several hours before the London Fire Brigade could bring the fire under control.

Initial reports indicated that the damage was extensive, with most of the wooden structure in the centre having been lost.

In an interview the next day, Richard Doughty, the chief executive of the Cutty Sark Trust, revealed that at least half of the "fabric" timbers, etc. Doughty stated that the trust was most worried about the state of iron framework to which the fabric was attached. In initial investigations, the possibility was covered that the fire might have been started deliberately. In a second incident on the morning of 19 October , another fire broke out on the deck of the Cutty Sark.

A small part of deck three and the hull timbers were damaged in the blaze. The London Fire Brigade managed to contain the blaze within an hour and she was reopened to the public shortly after.

Aerial video footage showed extensive damage, but seemed to indicate that the ship had not been destroyed in her entirety by the fire. A fire officer present Wooden Model Ship Building Supplies 80 at the scene said in a BBC interview that when they arrived, there had been "a well-developed fire throughout the ship".

The bow section looked to be relatively unscathed and the stern also appeared to have survived without major damage; the fire seemed to have been concentrated in the centre of the ship.

As part of the restoration work planned before the fire, it was proposed that the ship be raised 3 metres 10 ft , to allow the construction of a state-of-the-art museum space beneath. This would allow visitors to view her from below. There was criticism of the policies of the Cutty Sark Trust and its stance that the most important thing was to preserve as much as possible of the original fabric.

Proponents of making her fit to go to sea advocated that the fire repairs be done in such a manner to enable her to do so. However, the state of the timbers, especially the keel, [51] and the fact that a hole had been cut through the hull in the s for an access door, made this difficult. The Cutty Sark Trust said that less than five percent of the original fabric was lost in the fire, as the decks which were destroyed were additions not present at the original building.

The restoration work was criticised by The Victorian Society saying that the needs of the corporate hospitality market were put ahead of the preservation of the historic fabric of the ship. The design for the renovation project by Grimshaw architects with, during design development stage, newly established Youmeheshe architects and Buro Happold engineers involved raising the ship out of her dry berth using a Kevlar web, allowing visitors to pass under the hull to view it.

Unfortunately it was discovered that the proposed web would not follow the reverse curves of the ship's hull which would effectively mask the hull's shape from view. An alternate design for the support of the ship had to be developed; this involved installing a deep steel belt around the hull tied by diagonal steel members passing through the hold to a new steel-reinforced keel.

Horizontal tubular steel struts passing through the hold brace the diagonals apart while many of the corroded original hull frames have been doubled. A new steelwork lower deck of contemporary design incorporating an amphitheatre feature was installed in the main hold while a glass-encased lift installed within the ship terminates in a new steel-and-glass housing structure on the weather deck.

A second new steel-and-glass box has been installed above the forehold to enclose a new staircase. Access to the ship is through a new opening cut through the hull below the waterline in the ship's starboard quarter.

The new access hole has required the addition of new steel framing. Visitors arriving on board the ship now do so via this entrance, which leads to the lower hold. Maldwin Drummond, Chairman of the Cutty Sark Trust, has explained in Classic Boat magazine's September issue the need to retain the spirit of the ship and he quotes the ideal that "The visitor should see the ship as though for some unexplained reason the crew had gone ashore".

Doubts over the wisdom of Grimshaw's proposals have been raised by many ship conservationists including the Cutty Sark Trust's own engineer Peter Mason. Oscar-winning film producer Jerry Bruckheimer aided in the repair and restoration of Cutty Sark. A collection of photos taken by Bruckheimer went on display in London in November to help raise money for the Cutty Sark Conservation Project.

The exhibition featured more than thirty pictures taken on set during the filming of Pirates of the Caribbean: At World's End. On 30 September , the London Fire Brigade announced the conclusion of the investigation into the fire at a press conference at New Scotland Yard. They said that the most likely cause was the failure of an industrial vacuum cleaner that may have been left switched on over the weekend before the fire started.

The report revealed no evidence that the ship was subjected to arson attack and concluded that the fire started accidentally. Physical evidence and CCTV footage of the fire showed that it probably started towards the stern of the ship on the lower deck.

All electrical equipment on board was examined and it was determined that an industrial vacuum cleaner in this area was normally running continuously to suck up dust and particles from work going on to break up concrete within the ship. No one working on the ship had responsibility to ensure all equipment was turned off at the end of each day, and no one recalled switching off the equipment on the Friday in question.

The vacuum cleaner has three motors inside and after the fire one was found to be burned out in a manner which suggested it had failed while operating.

This was not conclusive evidence, however, because the motor might previously have failed in service without causing a fire, and gone unnoticed because the other two motors had continued to function.

Tests on similar cleaners showed they had no thermal cutout devices and while they could run safely indefinitely if filters inside were clear, if the airflow through the cleaner was blocked then it would eventually overheat and could catch fire. This might occur if the cleaner were full of dust and debris. The cleaner had failed previously and two motors had been replaced.

On the basis of witness evidence, the joint investigation team considered it unlikely that the fire was caused by the hot work welding that was being carried out as part of the renovation or by carelessly discarded smokers' materials. No one had visited this part of the ship since work stopped on Friday evening, and it was considered unlikely that a fire could have smouldered all weekend before finally breaking out Monday morning.

However, it was discovered that although all hot work was supposed to be recorded and someone was supposed to check afterwards to ensure of no fires, there was no record that such checks had ever been made, and on at least one occasion hot work had been conducted with no records made. The ship was patrolled by two security guards, both of whom were supposed to patrol independently at least once an hour, or once every two hours later in the night, one being primarily responsible for the visitor pavilion and one for the dock.

The guards were required to keep a log of their patrols, but after the fire the relevant page was found to be missing from the book. It was later found, already filled in reporting uneventful patrols of the site up to 7 am when the guards would have gone off duty.

The alarm was raised when one of the guards called the fire brigade; before this the two reported that they had smelled burning plastic and had been investigating to try to determine its source. A carpenter had visited the site on Sunday to collect some tools, but after 20 minutes attempting to contact a security guard to let him in, had climbed the fence, collected his tools and climbed out again.

The carpenter reported that he had heard machinery operating towards the stern of the ship, but it was not clear whether this might have been the site diesel generator which ran at all times. The ship was fitted with a temporary fire alarm system but it was unclear whether this had operated. A separate alarm within the pavilion did sound when smoke and heat reached that area, but the guards reported no ringing alarm before the fire was seen.

Investigation afterwards discovered a faulty relay in the alarm panel which failed to switch power to the siren circuits when an alarm was triggered. However, the panel also contained a failed fuse in one siren circuit which suggested that the siren had activated but the fire shorted it out, and this might have also caused the relay to fail. The failed relay would have shut off power to the second siren circuit.

Statements from workers suggested that weekly tests of the alarm system had not been carried out. The original mast specifications as laid down by the ship's designer still exist and are listed below as "tea rig".

This arrangement was used during the ship's time on the tea trade route, where it was necessary to maximise the area of sail to get the greatest possible propulsion when the ship might be becalmed in the doldrums. For the route to Australia it was not necessary to carry such a large area of sail and the masts and yards were reduced. The tradewinds required great strength in masts, but the wind could best be captured by relatively small, high sails.

A smaller rig also represented a saving in maintenance costs. Each of the three masts fore, main and mizzen is in three overlapping sections.

From Wikipedia, the free encyclopedia. This article is about the ship. For other uses, see Cutty Sark disambiguation. British clipper ship, on display at Greenwich, England. Master's opinion. She was built for me. I superintended the building and fitting of her, and I never sailed a finer ship. At ten or twelve knots she did not disturb the water at all.

Although she was a very sharp ship, just like a yacht, her spread of canvas was enormous, She Model Ship Building Planking Functions was the fastest ship of her day, a grand ship, a ship that will last forever.

A speck on the horizon. One day we sighted a vessel, a mere speck on the horizon, astern of us, and the way she came into view it was evident she was travelling much faster than ourselves.

In a few hours she was alongside us, and proved to be the famous British clipper Cutty Sark, one of the fastest ships afloat. She passed us going two feet to our one, and in a short time was hull down ahead of us. Life at Sea. A little east of the longitude of the Cape we were favoured by a great fair wind blow, that tested all the resources of ship and crew.

At the first spurt, heavy squalls came up from S. A tremendous sea was running and needs must we carry on or be pooped. The partial becalming of the lower sails by the stern seas was a great danger, as they filled again with a bang that threatened to burst them into tatters.

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